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I test fit the new Hooker A-body headers on an engine mounted on a stand with common 1" set-back LS swap plates and old school mounts...they fit with no problems, so any of you using those types of mounts in your A-body that are needed a set of headers should be able to use these headers with good results, even though you won't benefit from the geometry advantages offered by the Hooker engine brackets. Here's a look...
Imo...the exhaust bung is in the wrong location. They need to be on the inside of the header to eliminate crossing wires over hot exhaust. Additionally...consider bungs on both sides of each header. One for narrow band and the other for wide band tuning. Sucks having to drill and weld after the fact.
Imo...the exhaust bung is in the wrong location. They need to be on the inside of the header to eliminate crossing wires over hot exhaust. Additionally...consider bungs on both sides of each header. One for narrow band and the other for wide band tuning. Sucks having to drill and weld after the fact.
Running a 4L80 requires the bungs to face outward to clear the pan and shift linkage adequately. I've never had a problem routing wires to out-facing bungs to keep them from burning. Your suggestion for two bungs on each header is something I'll log away for future use, but I've never heard it suggested by anyone else before.
I suppose that could be a problem with that trans. However...my Speartech harness or the sensor wires would have to pass directly over the header to mate up with the ecm harness with an outward facing O2 bung. Not sure how long that would last.
Some prefer tail pipe wide band adapters. I prefer header mounted
I suppose that could be a problem with that trans. However...my Speartech harness or the sensor wires would have to pass directly over the header to mate up with the ecm harness with an outward facing O2 bung. Not sure how long that would last.
Some prefer tail pipe wide band adapters. I prefer header mounted
I guess you'd have to see the headers in the car to get a feel for the room/path available for harness routing, which there's plenty of here. The bungs are clocked 12 degrees past horizontal to make them appropriate for use with either standard or wide band O2's.
Have frequented this site for years, but have only recently registered - first post here.
Great thread and great pics and insight. Thanks for all the updates.
FTR. In the process of moving a running and driving L99/6L80 from a 14 SS Camaro donor into my 70 Malibu. Was hoping to keep the entire OEM setup intact just like from the factory, which turns out to be a loft goal.
The L99 pan has some attachments that are not common to all LS engines and the proximity of wiring harnesses under the engine, hoses and piping crossing under the pan would require a total redo, which would then lead to other changes.
Can't even get the standard A-body motor mounts to come within 6" of the A-body cross member. While changing the pan would get it close enough, that would then lead to a lot of other changes.
Planning on cutting the cross member out and welding in the cradle from the Camaro.
Here's a pic taken with me on a creeper and the car on the lift.
Nick
Have frequented this site for years, but have only recently registered - first post here.
Great thread and great pics and insight. Thanks for all the updates.
FTR. In the process of moving a running and driving L99/6L80 from a 14 SS Camaro donor into my 70 Malibu. Was hoping to keep the entire OEM setup intact just like from the factory, which turns out to be a loft goal.
The L99 pan has some attachments that are not common to all LS engines and the proximity of wiring harnesses under the engine, hoses and piping crossing under the pan would require a total redo, which would then lead to other changes.
Can't even get the standard A-body motor mounts to come within 6" of the A-body cross member. While changing the pan would get it close enough, that would then lead to a lot of other changes.
Planning on cutting the cross member out and welding in the cradle from the Camaro.
Here's a pic taken with me on a creeper and the car on the lift.
Nick
Hey pcguy, nice to see you here. Wouldn't your reply be more relative/appreciated in a build thread for your project? If you have any questions regarding the Hooker A-body swap components I'd be glad to answer them for you.
For those with interest, the first run of 1-7/8" headers are on the shelf and available to ship. The quantities are limited, so I wouldn't hesitate to long if you're trying to stay on top of a schedule you've set for yourself.
todd
may want the web people to check some stuff on the site.
Allows installation of a GM TH350, TH400, TH2004R, 4L60-4L70or 4L80/4L85 transmission using a factory 1968-72 Chevelle transmission crossmember, without having to cut the vehicle floor open
4L60-4L70, 4th-gen F-body T56/T56 Magnum or 4L80/4L85 transmission installations require extensive floor cutting; T56/T56 Magnum and 4L80/4L85 installations require the use of a Hooker 71222007HKR transmission crossmember
the 4l80 is in both the cutting and not cutting . and the use of the cross member .
todd
may want the web people to check some stuff on the site.
Allows installation of a GM TH350, TH400, TH2004R, 4L60-4L70or 4L80/4L85 transmission using a factory 1968-72 Chevelle transmission crossmember, without having to cut the vehicle floor open
4L60-4L70, 4th-gen F-body T56/T56 Magnum or 4L80/4L85 transmission installations require extensive floor cutting; T56/T56 Magnum and 4L80/4L85 installations require the use of a Hooker 71222007HKR transmission crossmember
the 4l80 is in both the cutting and not cutting . and the use of the cross member .
Yeah, I've already noticed that mess and have notified the person who loads the descriptions on the website that they need to be edited. I'm hoping it will all be fixed tomorrow. As far as the 4L80 is concerned, it will install without having to cut the floor when using the forward position engine brackets and only require opening up the floor around the extension housing using the stock position engine brackets. You can use the stock Chevelle crossmember with the forward brackets, but the attachment of the crossmember to the frame is not real sanitary looking in my opinion.
1. Your forward engine mounts, how much further forward does it move the engine?
2. When moving the engine forward, how much room is there between the oil pan sump and the crossmember? Reason I ask is i have your 302-2 pan with the engine mounted back 1" from stock SBC location, and I remember there not being much clearance with the cross member.
3. You mentioned getting the angles of the drive train correct. What angle do you set the engine and transmission to? Also then what should the rear end angle be set to?
Also how much are these stainless 1 7/8" headers selling for? they look really nice. If i leave my engine at 1" set back will it still clear and fit?
Thanks for all the help and good work on developing A body stuff.
1. Your forward engine mounts, how much further forward does it move the engine?
2. When moving the engine forward, how much room is there between the oil pan sump and the crossmember? Reason I ask is i have your 302-2 pan with the engine mounted back 1" from stock SBC location, and I remember there not being much clearance with the cross member.
3. You mentioned getting the angles of the drive train correct. What angle do you set the engine and transmission to? Also then what should the rear end angle be set to?
Also how much are these stainless 1 7/8" headers selling for? they look really nice. If i leave my engine at 1" set back will it still clear and fit?
Thanks for all the help and good work on developing A body stuff.
The forward position brackets move the engine/ transmission mounting plane forward by 1.25", which by nature of the 1" shorter length of an LS compared to a SBC will locate the front of the LS .25" forward of where the front of the SB was. Your 1" set-back mounts keep the engine/transmission mating plane in the stock location, which moves the front of the LS engle back 1" from where the front of a SB would be. This definition of position geometry is for anyone reading this thread as the inconsistent descriptions used by manufacturers, and other enthusiasts, still provides confusion to some. With that out of the way, the clearance between the sump of the 302-2 pan and the engine K-member is .5". The engine inclination angle used in this car as the basis for the design of the engine brackets and headers is 2.5 degrees relative to the bottom of the body rocker panels...this results in a 1" degree operating angle of the front U-joint with a stock GM rear end and would increase slightly if a Ford 9" was used. If the rear pinion angle is set to equalize the operating angle of the U-joints, they will be below the recommended 3 degree maximum operating angle. The headers were designed to fit equally well with both sets of the new Hooker engine brackets, so running them in the stock position is no problem...they usually sell for between $899-$999 from what I've seen.
11-11-2015, 01:18 PM
