1. The ’69 Camaro was taken in at Hot Rods By Dean for this all-inclusive makeover. Bumper-to-bumper, this first-gen will undergo many modifications.

High-Tech Heart Transplant

By Barry KluczykPhotography by Brian Brennan

hile LS swaps remain as popular as ever, LT swaps are gaining traction as the latest in technology and factory-engineered performance—with the supercharged LT4 emerging as a popular choice.

Of course, it’s the engine that powered the C7 Corvette Z06 and sixth-gen Camaro ZL1, and it is available as a crate engine from Chevrolet Performance. With a little more than 9 pounds of boost generated from an Eaton 1.7L R1740 TVS supercharger spinning at up to 20,000 rpm, the LT4 cranks out an impressive 650 hp and 650 lb-ft of torque.

“Considering the technology and performance wrapped up in the crate engine, it would be difficult for the same cost to build something comparable from the ground up,” Dean Livermore, the man behind the name at Phoenix-based Hot Rods By Dean and the lead wrench turner in the ’69 Camaro project outlined in this story, says. “In addition to the performance, the time savings of using the crate engine also makes it a more cost-effective choice.”

The crate engine eliminates the time needed to build another engine to match the LT4’s power, but that doesn’t make the swap itself a snap. Despite many architectural similarities with the previous-generation Gen III/IV LS engines, the Gen V LT family has some significant changes that make engine swaps a bit more challenging. The engine mounts and even the engine mounting positions on the cylinder block are not shared with LS engines, while the engine accessory drive systems are different, too.

Additionally, there are no factory applications with conventional hydraulic power steering (the Z06 and ZL1 have electric power steering), meaning a system must be fabricated. Finally, and perhaps most importantly, the Gen V LT engines are direct-injected, with extremely high fuel pressure. Where the LS engines’ conventional port-injection system operates at up to around 60 psi, the LT engines’ fuel pressure is more than 2,000 psi. In the case of the supercharged LT4, it’s around 2,900 psi.

A camshaft-driven fuel pump mounted to the engine generates the high pressure at the fuel rail, and it’s all self-contained within the Chevrolet crate engine package. However, the kicker here is that the LT4 needs a very specific engine controller and an additional pulse-width modulated fuel pump controller.

To make things easier in this regard, Hot Rods By Dean opted for Chevrolet Performance’s LT4 Connect & Cruise package, which included the crate engine, the appropriate controller, and even a T56 Magnum transmission, bellhousing, and clutch kit. It’s a very inclusive system but requires sourcing a fuel and exhaust system.

The installation also requires unique engine mounts, which the shop sourced from Holley’s Detroit Speed division, which was convenient because the mounts are made to work with Detroit Speed’s hydroformed front subframe, which was also used in the project.

“The LT mounts are specific, but if you’re used to doing LS swaps, you’ll find it’s in the same ballpark,” Livermore says. “That’s the easy part, but because the engine doesn’t sit in quite the same location in the chassis as a small-block engine, you have to make other accommodations for the installation.”

While the supercharger/charge cooler assembly on top of the engine isn’t tall or too wide, the engine-mounted high-pressure fuel pump and shielding for it at the rear of the engine have some bulk that has to be accommodated. This project included notching the firewall, but that was fine because the bulk of the original heater box was being eliminated anyway.

“You’ve got to make room for it,” Livermore says. “There’s no getting around that.”

The comparatively wide T56 Magnum also creates its own clearance challenges. It won’t fit within the stock transmission tunnel, but that’s nothing new and has nothing to do with the LT4’s installation.

The basics of all this are what we’ve outlined in this story as we looked over the shoulders of Livermore’s crew. This project has many little details, and we’re providing the highlights to give enthusiasts an idea of what’s involved.

We’ll also track more of the project Camaro’s Pro Touring transformation in an upcoming issue. It will receive a complete chassis and suspension update to help put all the supercharged LT4’s power to the pavement.

Stay tuned!

3. The outgoing powertrain was no slouch—a big-block Chevy backed by a Muncie four-speed. Because the entire front end of the car would be replaced, it was easier to drop the subframe with the engine and trans attached and roll it away.

5. Here’s how the engine assembly is delivered, including production exhaust manifolds that will be tossed before installation. The accessory drive system is not included in the Connect & Cruise kit; the fuel system and front drive must be sourced separately.

7. The compromise with the Magnum transmission is its overall bulk, particularly in the tail shaft. It simply doesn’t fit in most muscle car–era vehicles without slicing open the trans tunnel for clearance.

9. This Detroit Speed (DSE) hydroformed subframe will house the new powertrain. It’s not only stronger and stiffer than the stock subframe but also designed for easy, bolt-on use with LS or LT engine mounts.

11. The suspension includes tubular control arms and double-adjustable JRi dampers. DSE says the geometry is designed to improve on the stock F-body front suspension with increased camber gain and improved roll camber. The coil spring rate is 550 lb/in.

13. Finally, the subframe comes with a rack-and-pinion steering system designed for hydraulic power assist. That adds a wrinkle to the project because the LT4’s production applications used only electric power steering. An engine-driven pump must be adapted to the drive system.

15. The installation of the subframe is probably the easiest part of this project. There are only four fasteners, one on each side at the firewall and another pair on the respective frame ends, where they bolt to the body structure.

17. Next, the LT4 engine was dropped in place using Holley-developed engine mounts sold through DSE. They’re designed to work with the subframe, which makes the installation easier. A little antiseize on the mount’s bolts is a good idea, too, because they’re steel bolts threading into an aluminum block.

19. Although the engine tucks in nicely in the first-gen F-body’s engine compartment, the high-pressure fuel pump on the engine has protective foam and a metal bracket/shield that causes a firewall interference issue. The foam and bracket can be trimmed a bit, but trimming the firewall is the solution Hot Rods By Dean selected.

22. Installing the powertrain without front end sheetmetal or the radiator core support was infinitely easier. Still, after the engine and trans were in place, a new core support from Auto Metal Direct (AMD) was bolted to the subframe.

24. More components have been added to the core support, including the hood latch bracket. More than simply building up the body at this stage, it’s important for these components to be in place to gauge how they’ll fit with fabricated lines and other accessories necessary to accommodate the new powertrain. To keep the LT4 cool, the radiator opening may need to be enlarged.

26. It’s worth noting that an accessory drive system for an LT4 isn’t included with the crate engine package. Chevrolet Performance offers a CTS-V-based kit for the wet-sump version, but its air conditioning compressor doesn’t work with the DSE subframe. Holley offers several options that work with the subframe, and they even offer a power steering pump for the drive system to work with the rack-and-pinion steering system. All that still needs to be ordered for this project, but it’s the way to go.

28. Another of the swap’s foundational components is a replacement fuel tank baffled inside and prepped for the LT engine’s high-pressure fuel system. DSE has a narrowed tank that works with its own mini-tub, which this car will receive, designed for the LT fuel system. For anyone doing a similar project use PN 080171DS.