Now we have LS-based engines to swap into all the early platforms. The 6.2L L92 will make this car a killer driver and scary fast. Let’s start at the top on your swap. As for the electronic throttle body, we’d suggest installing the throttle pedal assembly from the Escalade into your Camaro. The fuel pump from the L98 won’t keep up with your L92 in either delivery or pressure needed. The L98 ran on a regulated fuel pressure of 40 psi, and the L92 requires 58 psi. The L98, on a good day, produced 230 hp, and your L92 should easily double that. We recommend a Bosch electric fuel pump; the 044 pump is a quality OEM pump that was used on 930 Turbo Porsches and some of the Turbo-equipped Volvos. This pump will give you trouble-free service either in the tank or used as an inline pump with the production Camaro pump feeding it. Check with Jay Racing, which offers both stock Bosch and blueprinted 044 pumps for very high-powered application. Jay also has intake filter socks, AN fittings, and other useful hardware to make a very clean installation.
To finish off your fuel system you will need to install an inline fuel pressure regulator, which will return fuel back to the tank. You can use many of the aftermarket regulators on the market, or use the factory ACDelco filter/regulator used on ’99-03 C5 Corvettes. This is a very inexpensive part that is mounted back by the fuel tank and directly bypasses the fuel into the tank. Mount it right in front of the Bosch pump and run the return into the top of the tank. Make sure you run an adequate return line back to the tank. The factory Camaro return is only 1/4-inch tube. You’ll want to at least run a 5/16-inch return. If the return is a restriction, the regulator will not be able to control the fuel pressure at idle. You can pick up the combo filter/regulator under GM PN 10299146, or under the ACDelco PN GF822.
Finally, stick with the new LS3 injectors. These are 42-lb/hr injectors that were used on the LS7s before their life on the new LS3. Changing the injector size in the calibration is a simple code change. As for calibration, look up Mark McPhail at McPhail Performance. We worked with McPhail for years when he was an engineer for GMPP. He has years of calibration experience and his depth of engine swap information is invaluable.
You will want to stick with the factory transmission crossmember. The trans is going to need to stay in the stock location for the rearend torque arm to connect correctly. To use the original 700-R4 trans you will need to run the crankshaft spacer offered by GM under PN 12563532 and six bolts (PN 12563533). This spacer is bolted to the face of the flexplate to register the snout of the torque converter. You’ll also need to run approximately 0.400-inch-thick spacers between the flexplate and the torque converter lugs. The crankshaft flange on the Gen III/IV engines is 0.400-inch farther forward in relationship to the bellhousing flange. To use any of the early transmissions like Powerglides, TH350s, TH400s, and any of the overdrives, you need to run this crank spacer.
Let us know how your swap turns out. You should have a really nice driving package when you’re done. You will also be a couple of pounds lighter on the front end, which will help the handling. Installing the Gen IV engine will wake up your Camaro. Enjoy.
Sources: mcphailperformance.com, jayracing.com, gmperformanceparts.com