{"id":34282,"date":"2016-12-29T08:46:45","date_gmt":"2016-12-29T16:46:45","guid":{"rendered":"http:\/\/www.racingjunk.com\/news\/?p=34282"},"modified":"2017-01-19T07:26:44","modified_gmt":"2017-01-19T15:26:44","slug":"hooker-ls-swaps-in-67-69-camaro-68-72-nova-part-1","status":"publish","type":"post","link":"https:\/\/www.racingjunk.com\/news\/hooker-ls-swaps-in-67-69-camaro-68-72-nova-part-1\/","title":{"rendered":"Hooker LS Swaps in &#8217;67-69 Camaro &#038; &#8217;68-72 Nova Part 1"},"content":{"rendered":"<p class=\"jetpack-slideshow-noscript robots-nocontent\">This slideshow requires JavaScript.<\/p><div id=\"gallery-34282-1-slideshow\" class=\"jetpack-slideshow-window jetpack-slideshow jetpack-slideshow-black\" data-trans=\"fade\" data-autostart=\"1\" data-gallery=\"[{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2016\\\/12\\\/Swap-Lead-Shot.jpg&quot;,&quot;id&quot;:&quot;34302&quot;,&quot;title&quot;:&quot;Hooker LS Swaps in \\u0026#8217;67-69 Camaro \\u0026#038; \\u0026#8217;68-72 Nova Part 1&quot;,&quot;alt&quot;:&quot;Hooker LS Swaps in \\u0026#039;67-69 Camaro \\u0026amp; \\u0026#039;68-72 Nova Part 1&quot;,&quot;caption&quot;:&quot;Click Here to Begin Slideshow\\n\\nChevy\\u2019s first generation Camaro (1967-69) and the similar 3rd gen Nova (1968-72+) have always been ripe for engine swaps. They came from the factory with small blocks, big blocks and of course straight sixes. When the LS appeared, it didn\\u2019t take long for engine swappers to do their thing. The LS is a natural in these cars. Swaps were easy enough. But since the engine never came in the car originally, there are all sorts of different ideas on where the engine should be placed. That means there are all sorts of different thoughts (and designs) for mounts and transmission cross members. Some of them mandate surgery to the car. Some do not.\\n\\nOne of the best-engineered mount packages is the setup offered by Hooker Headers. In a Camaro application, you can leave your cutting torch and sawzall behind when working with these components. According to Hooker Headers, Novas with a six-speed manual require some work due to a slightly different tunnel layout. \\n\\nHooker\\u2019s setup is comprehensive: They offer a motor mount package and several different cross member layouts along with headers and exhaust systems engineered to work together. Two other parts of the puzzle include a cast aluminum Holley oil pan along with a variety of engine front accessory drive configurations. Like the headers and exhaust system, the pan and the front accessory drive layouts were all designed to work in concert with each other. Basically, it\\u2019s a completely engineered swap system.\\n\\nThe motor mounts are specifically designed for bolt-in compatibility when used in conjunction with Hooker\\u2019s transmission cross member. Hooker\\u2019s frame mount brackets are engineered to be used in conjunction with the clamshell design rubber mounts Chevy started to use in 1972 (Camaros from \\u201972 to \\u201981 were fitted with them from the factory). Essentially, the flat Hooker adapters bolt to the sub frame, replacing the original Chevy frame motor mount brackets (or \\u201cstands\\u201d). An OEM style clamshell mount (which you\\u2019ll have to source) bolts to the flat adapter. In turn, the LS engine is fitted with Hooker\\u2019s ear-style motor mounts. The ear-style mounts engage the clamshell; they\\u2019re secured by way of a stock style long motor mount bolt. \\n\\nWith this setup, you\\u2019ll need to source a set of Anchor brand 2292 clamshell mounts or something similar. They\\u2019re readily available jobber components. Summit Racing sells them (currently priced at approximately $5.00 each). In addition, Hooker has recently released their own version of this clamshell mount. It\\u2019s a bit pricier than the Anchor piece and it requires the use of an aftermarket urethane insert, but the material is 50% thicker than the jobber bits. It falls under Hooker Headers part number 71221004HKR. You\\u2019ll also need to source a couple of bolts and nuts: (2) 7\\\/16\\u201d-14 x 5-1\\\/4\\u201d bolts and (2) 7\\\/16-14 lock nuts. These fasteners secure the clamshell mount to the adapter. The rest of the hardware required for the install is included with the Hooker mount kit. Included is the following: (4) M10 x 1.5 lock nuts; (8) M10 x 1.5 x 30 bolts; (4) M10 x 1.5 x 25 flat head cap screws; (4) 3\\\/8\\u201d-16 x 1\\u201d bolts (4) 3\\\/8\\u201d-16 x 1\\\/2\\u201d bolts; and (4) 3\\\/8-16 lock nuts. \\n\\nHooker provides several options for the transmission too. Hooker offers cross members for 4L60 automatics, 4L80 automatics, T56 manuals and others. The setup in the photos is for a six-speed manual or a Turbo Hydramatic (400 or 2004R). In order to use the six-speed cross member with the 400 or 2004R, you\\u2019ll need a Hooker Headers adapter kit (P\\\/N 12650HKR). Hooker tells us that 2004R installations require minor modification\\\/welding to be done to the cross member per the instructions included with the adapter kit.\\n\\nAs we mentioned above, all of the Hooker swap cross members are designed as part of a complete LS swap mounting system for GM 1st-gen F-body\\\/gen X-body vehicles. Hooker notes that it has been CAD designed and FEA validated to provide excellent structural strength and stiffness from its high-strength low-alloy steel construction. Ground clearance was maximized for routing a 2.5-inch or 3-inch exhaust system.  \\n\\nHooker recommends you use an aftermarket Prothane part number 7-1604 polyurethane mount (or one of equivalent installed height), or an equivalent OEM rubber mount between the transmission and the cross member.  \\n\\nThe kit also includes a spacer plate intended to install between the transmission isolator and transmission cross member when using a Tremec T56 Magnum aftermarket transmission. Hooker points out that leaving this spacer out will increase the engine inclination angle. That fouls the ground clearance for the exhaust and also changes the driveshaft angle. \\n\\nWhen installed, the geometry of Hooker\\u2019s cross members along with the compatible engine mounting system align the engine crankshaft and transmission output shaft with the center line of the chassis (which is slightly different than the just-off-center stock alignment geometry used by GM). In addition, the complete package has been optimized to provide 3 to 3.5-degrees of engine\\\/transmission inclination angle. \\n\\nIn the next issue, we\\u2019ll dig a bit deeper into the package. We\\u2019ll take a look at Holley\\u2019s cast aluminum LS oil pan that is engineered to work in concert with this swap. After that we\\u0026#8217;ll move on to the headers, and then conclude with a look at the accessory drive system!&quot;,&quot;itemprop&quot;:&quot;image&quot;},{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2016\\\/12\\\/Swap-1.jpg&quot;,&quot;id&quot;:&quot;34296&quot;,&quot;title&quot;:&quot;Hooker LS Swaps in \\u0026#8217;67-69 Camaro \\u0026#038; \\u0026#8217;68-72 Nova Part 1 1&quot;,&quot;alt&quot;:&quot;Hooker LS Swaps in \\u0026#039;67-69 Camaro \\u0026amp; \\u0026#039;68-72 Nova Part 1&quot;,&quot;caption&quot;:&quot;This is Hooker Headers\\u2019 engine mount kit for the LS1 swapped into a first generation Camaro or third generation Nova. Included are the engine mounts and clamshell adapters along with the majority of the hardware required.&quot;,&quot;itemprop&quot;:&quot;image&quot;},{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2016\\\/12\\\/Swap-2.jpg&quot;,&quot;id&quot;:&quot;34297&quot;,&quot;title&quot;:&quot;Hooker LS Swaps in \\u0026#8217;67-69 Camaro \\u0026#038; \\u0026#8217;68-72 Nova Part 1 2&quot;,&quot;alt&quot;:&quot;Hooker LS Swaps in \\u0026#039;67-69 Camaro \\u0026amp; \\u0026#039;68-72 Nova Part 1&quot;,&quot;caption&quot;:&quot;The clamshell adapter bolts to the sub frame in roughly the same location as the original engine mount stands. No drilling is necessary. It bolts to factory holes.&quot;,&quot;itemprop&quot;:&quot;image&quot;},{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2016\\\/12\\\/Swap-3.jpg&quot;,&quot;id&quot;:&quot;34298&quot;,&quot;title&quot;:&quot;Hooker LS Swaps in \\u0026#8217;67-69 Camaro \\u0026#038; \\u0026#8217;68-72 Nova Part 1 3&quot;,&quot;alt&quot;:&quot;Hooker LS Swaps in \\u0026#039;67-69 Camaro \\u0026amp; \\u0026#039;68-72 Nova Part 1&quot;,&quot;caption&quot;:&quot;This piece bolts to the LS cylinder block. What\\u2019s not shown (and it\\u2019s something you have to source separately) is a conventional 1972-81 Chevy motor mount clamshell.&quot;,&quot;itemprop&quot;:&quot;image&quot;},{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2016\\\/12\\\/Swap-4.jpg&quot;,&quot;id&quot;:&quot;34299&quot;,&quot;title&quot;:&quot;Hooker LS Swaps in \\u0026#8217;67-69 Camaro \\u0026#038; \\u0026#8217;68-72 Nova Part 1 4&quot;,&quot;alt&quot;:&quot;Hooker LS Swaps in \\u0026#039;67-69 Camaro \\u0026amp; \\u0026#039;68-72 Nova Part 1&quot;,&quot;caption&quot;:&quot;This structure is Hooker\\u2019s uber-cool transmission cross member. They used finite element analysis in the design of the thing. This particular cross member is for a 6-speed or a turbo 400 (or 200-4R).&quot;,&quot;itemprop&quot;:&quot;image&quot;},{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2016\\\/12\\\/Swap-5.jpg&quot;,&quot;id&quot;:&quot;34300&quot;,&quot;title&quot;:&quot;Hooker LS Swaps in \\u0026#8217;67-69 Camaro \\u0026#038; \\u0026#8217;68-72 Nova Part 1 5&quot;,&quot;alt&quot;:&quot;Hooker LS Swaps in \\u0026#039;67-69 Camaro \\u0026amp; \\u0026#039;68-72 Nova Part 1&quot;,&quot;caption&quot;:&quot;One side of the cross member is removable. This allows for easy installation. The short adapter is slotted. This allows for variances in the hole spacing on stock Chevy sub frames (due to tolerance stack up, age, etc.).&quot;,&quot;itemprop&quot;:&quot;image&quot;},{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2016\\\/12\\\/Swap-6.jpg&quot;,&quot;id&quot;:&quot;34301&quot;,&quot;title&quot;:&quot;Hooker LS Swaps in \\u0026#8217;67-69 Camaro \\u0026#038; \\u0026#8217;68-72 Nova Part 1 6&quot;,&quot;alt&quot;:&quot;Hooker LS Swaps in \\u0026#039;67-69 Camaro \\u0026amp; \\u0026#039;68-72 Nova Part 1&quot;,&quot;caption&quot;:&quot;Hooker includes a large notch on either side of the cross member for the exhaust system. It will clear a large 3.0-inch pipe.&quot;,&quot;itemprop&quot;:&quot;image&quot;}]\" itemscope itemtype=\"https:\/\/schema.org\/ImageGallery\"><\/div>\n","protected":false},"excerpt":{"rendered":"<div class=\"mh-excerpt\"><p>Chevy\u2019s first generation Camaro and 3rd gen Nova have always been ripe for engine swaps.  One of the best-engineered mount packages is offered by Hooker Headers. <\/p>\n<\/div>","protected":false},"author":20,"featured_media":34302,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_jetpack_memberships_contains_paid_content":false,"footnotes":"","jetpack_publicize_message":"","jetpack_publicize_feature_enabled":true,"jetpack_social_post_already_shared":true,"jetpack_social_options":{"image_generator_settings":{"template":"highway","default_image_id":0,"font":"","enabled":false},"version":2}},"categories":[3697,5008,11,3470,4879,5012],"tags":[280,4892,4800,41,4888,282,321],"class_list":["post-34282","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-galleries","category-engine","category-how-tos","category-news","category-slideshow","category-transmission-clutch","tag-engine-swaps","tag-galleries","tag-how-tos","tag-news","tag-slideshow","tag-tech-tip","tag-wayne-scraba"],"jetpack_publicize_connections":[],"jetpack_featured_media_url":"https:\/\/www.racingjunk.com\/news\/wp-content\/uploads\/2016\/12\/Swap-Lead-Shot.jpg","jetpack_shortlink":"https:\/\/wp.me\/p42YSK-8UW","jetpack_sharing_enabled":true,"amp_enabled":true,"_links":{"self":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts\/34282","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/users\/20"}],"replies":[{"embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/comments?post=34282"}],"version-history":[{"count":3,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts\/34282\/revisions"}],"predecessor-version":[{"id":34369,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts\/34282\/revisions\/34369"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/media\/34302"}],"wp:attachment":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/media?parent=34282"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/categories?post=34282"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/tags?post=34282"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}