Corvette filter and Mustang 255 lph in-tank pump. Cheap and easy.

 

It was a joke son.. I'm the Technical Editor at PHR.. lol

Steve1969LS1 = Steven Rupp

And I look forward to reading your build stories

 

Good thinking.. what I would do if I was trying to go simple and budget-friendly...

 

Well is there any to incorporate the stock fuel lines if we are running a vic jr efi setup? Or would I need to run all new fuel lines?

 

DOH! My bad. Tell Johnny I said what's up.

 

Well, the stock lines are 5/16 for feed and 1/4 for return and can work. The Victor EFI will require two lines up front as the regulator is built into its rails so the Corvette filter setup is out the window. The Ford lines can work, but I'd hate to see the weakest link in your otherwise nice chain of hard work remain, so I'd still run new lines either 3/8 or 6AN for the feed and a 5/16 for return.

 

Had a long day at work, but once I got home, I came back to my peaceful haven- my garage. I made a bracket to hold the Camaro master cylinder to the Turbo Coupe firewall grommet. Then, I cut and welded the pushrod from the Turbo Coupe onto the stub of the Camaro's master. The pedal boxes are now changed and after bleeding the system out, it works great and feels like a stock Mustang or a Camaro.

Radiator's in, too. Turns out that all you need to do to make it fit is to cut the alignment pin on the bottom of the passenger's side end tank and drop it into place. After tweaking the Mustang's upper brackets into place, the radiator was held down fine.

Err, let's see what else... this fire needs fuel and fire, so the fuel system and wiring is next. Also, want to get the gauges to work. That will take the longest.

 

Can you tell if you are going to have an interference problem with the clutch master cylinder and the headers?

 

The Camaro clutch master now sits on the inside of the passenger compartment as opposed to the outside like how the Turbo Coupe setup was (It was a staggering 6 inches long and blocked the rear exhaust port.) Now, the banjo fitting on the end of the master is practically flush with the firewall. Here's another pic.

 

Definitely no clearance issues that way

 

You don't foresee any problems with fluid flow with the banjo fitting versus a normal fitting on there? Just curious, because that's a pretty clean installation.

 

The Camaro parts car had been upgraded to a CNC steel master. It came with a braided line and the banjo fitting, which really worked out to my advantage as opposed to the factory plastic line which would have been really hard to work with. I got lucky with my donor but I think this is the best way to go for anyone doing a swap.

 

EDIT: N/M I found what I was looking for! Nice swap!

 

do you know the brand or part# for the master cylinder???
im thinking of putting in a t56 after my 4l60e breaks
swap looks good,

 

Hey guys. The answers to these questions and more... are here. Please click on the link.

http://www.fastls1.com/forums/showth...380#post157380

 

why did you post that on a site that no 1 uses??????????

 

Just sharing the love with my friend's site. FastLS1 is based in NY, so as a New Yawka, I'm trying to keep it real.

Tonight was shifter night. I had clearance issues with the stock Camaro setup, so I cut the base of the shifter, relocated the handle mount three inches forward, and used a Camaro shaft with a threaded portion from a Mustang. I then used a Pro-5.0 shift **** I had lying around and the factory boot fits nice. Check it out.

 

It's part of a McLeod upgrade kit for the LS1 Camaros.

 

Flow rate through the banjo fitting should not affect performance. It works fine sitting on jackstands so we'll see if it's a problem later on when we start powershifting this thing. Thanks for the kudos, it's nice to hear.

 

i looked up the McLeod master cylinder and its $300 is there one that will work that's not so much $$$