Although sorting out the little stuff in any engine swap can consume mass quantities of time, Joseph says that hooking up the induction and cooling system was rather painless. He reused the LT1 radiator, and hooked it up to the water pump using LS1-spec hoses. Likewise, despite the fact that LT1s feature oval throttle-body openings opposed to the LS1's round-shaped mouth, the stock LT1 intake elbow popped right on after some light massaging. This enabled retaining an LT1-style K&N cold-air induction system. Likewise, a Granatelli LS1 MAF sensor slid into the LT1 induction tract without much fuss. To perk up the already-potent LS6 a bit, Joseph installed a Comp 236/236-at-0.050 hydraulic roller cam, a 75-shot of nitrous, Pace Setter 1 3/4-inch long-tube headers, and a MagnaFlow 3-inch after-cat exhaust system. A set of custom brackets de-uglify the motor by relocating the coil packs from the valve covers to beneath the cowl. At the track, the Camaro runs an impressive 11.86 at 122 mph on motor and has yet to be tested on spray.
Wanting more than just a car that runs hard in a straight line, the Camaro has been fitted with QA1 coilovers at each corner, and Hotchkis control arms and sway bars front and rear. Furthermore, the puny single-piston discs that plague LT1 F-bodies have been upgraded with the larger 12-inch discs and twin-piston calipers found on '98-and-up fourth-gens. Visual enhancements include a set of Torq-Thrust II wheels, a Harwood cowl-induction hood, shaved antenna, blacked-out taillights, and a fresh coat of PPG Victory Red paint.
Three years into using his LT1/LS1 hybrid as a daily driver, Joseph was bitten by the Camaro bug once again. He's now the proud owner of a '10 Camaro SS, and as much as he loves his fourth-gen, it's been retired from commuting duty. Nonetheless, he still gets a kick out of taking it out and sneaking up on the competition. "The LS1 fourth-gen owners around here have big heads, and they think LT1 cars can't run," says Joseph. "They always want to pick a fight, and they're shocked when I beat them. What surprises them even more is when I pop the hood and they see an LS1."
Owner: Joseph Constance Houston, Texas Vehicle: '93 Chevrolet Camaro Z28 •Engine Type: GM LS6 Displacement: 346ci Compression Ratio: 10.5:1 Bore: 3.900 Inches Stroke: 3.622 Inches Cylinder Heads: Factory GM LS6 aluminum castings Rotating Assembly: Stock Pushrods: Stock Camshaft: Comp Cams 236/236-at-0.050 hydraulic roller; 0.591/0.591-inch lift; 112 LSA Intake: Factory GM LS6 intake manifold and 78mm throttle-body, Granatelli 80mm MAF sensor, K&N cold-air induction kit, stock LT1-style elbow Fuel System: Stock tank and pump Ignition: MSD plug wires, stock coils on custom bracket Exhaust: PaceSetter 1 3/4-inch long-tube headers, custom 3-inch Y-pipe, MagnaFlow muffler Power Adder: Nitrous Pro-Flow wet system jetted to 75 hp Final Tune: Factory PCM tuned by owner
•Drivetrain Transmission: Tremec T56 manual, stock LS6 clutch Rear Axle: GM 10-bolt with billet caps, Thunder Racing differential girdle, and Richmond 3.42:1 ring-and-pinion set
•Chassis Steering: Stock Front Suspension: QA1 springs and adjustable shocks; Hotchkis control arms and sway bar Rear Suspension: QA1 springs and adjustable shocks; Hotchkis control arms and sway bar Brakes: Stock '02 Camaro 12-inch discs, front; stock 11.5-inch discs, rear
•Wheels & Tires Wheels: American Racing Torq-Thrust II 17x9, front; 17x11, rear Tires: Goodyear GS-D3 245/50-17, front; 315/35-17, rear
•Interior Seats: Stock fourth-gen Trans Am Carpet: Black Shifter: B&M Ripper
•Exterior Paint: PPG Victory Red Hood: Harwood 2.5-inch cowl-induction