Engine and Transmission Install - The Heart Of A Criminal

The crew at ProFab give The Purp its evil 451 LSX and Powerglide

Justin Cesler Aug 23, 2011 0 Comment(s)
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Our stock suspension '95 Camaro, aka "The Purp," has come a long way thanks to ProFab Performance, and this month we were overjoyed to finally be dropping in our 451 LSX from Late Model Engines. Those of you who recall the August '10 issue will remember that this beast made an impressive 720 hp at 6,800rpm in its most potent form, however, we'll be keeping the training wheels on (at least initially) with the factory LS7 intake from Scoggin-Dickey that enabled 673 hp. Matching our dyno equipment, we'll be utilizing a set of 2-inch [primary] long-tube race headers with LS7 flanges from Kooks Custom Headers that should help move a serious amount of air through the motor. Of course, this combo will be tweaked moving forward, but for now this would be more than enough to work the bugs out and get a feel for the ProFab-prepped chassis.

Ghtp 1107 03 Engine And Transmission Install 2/25

Speaking of the chassis, our intentions were to run 275 radial classes, which seem to have popped up all over the country, so before shoehorning in the new motor it was high-time we get some shoes on this puppy. We started with the tried and true (and universally acceptable)–Mickey Thompson 275/60/15 ET Street drag radial and matching Sportsman 26x6 radial fronts. Though it is more important with a bias-ply rear, it is a good rule of thumb to have matching tire types for stability on track. Holeshot Wheels was happy to send us a set of slick titanium-colored, 15-inch Hole Stars to mount the rubber in style. See the pictures to really appreciate them.

Being that we're going to be fighting for traction with such a small tire, ProFab and Century Transmission advised us that a Powerglide would indeed be the tranny of choice. We covered the build of our 2,000+ hp capable 'glide from Century last month, so you should be well versed on the "why." And of course once we picked out a converter we could bolt it to the LSX and get to the installation. Since our initial intention was to run the car naturally aspirated, we gave the folks at TCI a call to get our hands on one of its 8-inch race converters. After some consultation, a 5,500-stall converter was selected to match our combination, and while we were raiding TCI's catalogue we helped ourselves to an SFI flexplate, trans dipstick and Outlaw shifter. Stay tuned for next time as we finish dressing the motor, and get oh-so-close to hearing that lumpy cam idle.

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