I have a 1992 Camaro RS 305 TBI. I have searched and searched over the last several months about what engine to swap, what parts are needed, what is the best bang for buck, ect. I'm looking for about 300HP at the flywheel. I figure with a L31 vortec swap and some bolt-ons I can reach that goal or at least get very close. However, with the exception of 350 TBI builds, I have not found much on the TPI or multiport vortec swap. On the other hand, I have been able to find some good information on this forum. Just to put my mind to ease and to maybe help some others out, I have made a list of questions and concerns. Most of these I feel I have a good answer, I just want that backed up for this specific application.

So here is what I am looking to do:
- Stock L31 5700 Vortec Engine Swap

- Edelbrock Pro-Flo XT EFI Intake Manifolds 7138 - (http://www.summitracing.com/parts/edl-7138/overview/)

- Hooker (or Similar) headers and y-pipe - http://www.summitracing.com/parts/ho...maro/year/1992

http://www.summitracing.com/parts/ho...maro/year/1992

- Custom Exhaust

Questions and Concerns:

1) What ECU to use - EBL Flash? http://www.dynamicefi.com/EBL_Flash.php

2) What Fuel Pump do I use? - I would assume TPI Fuel Pump would be ok.

3) Will the Vortec Accessories work or will my camaro accessories swap over? - I assume I will need to swap my accessories over to the vortec correct?

4) Will TPI Headers and y-pipe work? - As far as I know they will right?

5) Best Bang for Buck Intake Manifold for Vortec EFI - Best I have found is the one listed above

6) Transmission / Clutch Issues? - With ~300Hp I will need a clutch that won't slip. The T5 Trans should be good as long as I take it easy - open diff will break traction before trans reaches breaking torque.

7) What wiring harness do I use - TPI?

8) Are the mounts the same as a LO3/TPI? It seems clear that the vortec mounts are identical b/c they are 1 gen blocks

9) Are there any issues with the distributor? Which Distributor do I use? TBI, TPI, or Vortec? Or does it even matter?

10) What injectors do I use? TPI or Vortec?


PLEASE answer these questions for me. If you don't know just say N/A or Don't know or something. But please, share any info you have. My main concerns are ECU, Wiring harness, Injectors, and Distributor. Thanks

 

Reports are the Stealth Ram http://www.summitracing.com/parts/wn...make/chevrolet makes more power, and, costs less.

Your Camaro accessories will swap over.

Best bet is to avoid using any of the EFI system from the Vortec engine.

A TPI fuel pump should be fine. Many members here use the Walbro 255 pump.

I wouldn't recommend those headers or that Y-pipe. The outlet of the Y is only 2-1/2", and is designed to replace the LO3 stuff up to the cat-back inlet. Hooker 2055HKR is the best off-the-self option ('86-'90 TPI single cat application).

Engine mount locations are the same on the Vortec engines as Gen I SBC's.

The TPI harness will give you batch fire capability. If you want the EBL 8 cylinder capability, you'll have to modify the harness.

 

There's another possibility here. The late Vortecs (2000, maybe 99?) used the LS1 ECU. Some guys have converted their TPI setups to this design (Justin89Formy comes to mind) by grabbing the distributer and some other parts from the 2000 Vortec motor.

 

If you're interested in getting rid of the Throttle Body. PM me with a price.

 

2001 and 2002 Express vans used the LS1 0411 PCM with the 350 Vortec

 

Well aren't the 99+ vortecs LS-based (4.8, 5.3, 6.0)? So those wouldn't be as easy to swap in as a 5.7 vortec.

But you are saying that if I use a 5.7 vortec, with StealthRam (as suggested by five7kid), and the TPI harness I can get an LS-based distributor and some other parts... what's the advantage of doing this? Would I use the LS1 ecu then? That would require modifying the harness plug right?

 

I'm doing a similar swap. Except mine is 305tpi to l31. Did you ever get this done?

Also it does not look like the wiring harness question was ever really answered.

My main concern would be all the sensors, if we use the original TPI harness we will have all the connectors for all the same sensors but will there be a place for all of them on the block? & will they be required?

Also distributor & injectors? I'm assuming a tpi distributor should work as well as tpi injectors?

Mines should be a 355, stealth ram,holly fuel rails+regulator, vortec heads with guides machined down+screw in studs installed, 1.5 rockers lt4 hotcam with 0.492 lift

 

I don't think any LS-based production vehicles used a distributor. I believe they were all coil pack ignitions.

 

The express vans mentioned above used a Gen-1 Small Block (with a distributer), but was controlled with the same ECU that the LS cars used. This would require a hybrid harness, most likely using the van harness as the starting point, and modifying it as needed to accommodate the location and style of sensors on the Vortec motor.

Using the 411 PCM on TPI is a pretty well documented swap. Justin89Formy did it a few years ago with great success. There is now a company out that sells stuff for this conversion, but their products seem costly, and largely unnecessary. Their swaps require the use of the coil packs, a custom distributor that is essentially a crank position sensor, etc. Doing the swap the way Justin did seems like the most cost effective way to get the benefits of the 411.

 

I did not ever get to do the conversion. For now I have decided to pay my student loans off first and foremost. Then restore the car and give it the TLC it needs. Plus I figure if I am going to go through the trouble of swapping engines, I might as well put everything I want in it to begin with and make it reliable out of the box rather than putting more money, time, and energy into it by spreading out the upgrades and having to repeat some steps several times (for example: swapping the cam - easier out of the car than in the car).

So instead of just getting satisfied for today, I'm going to build the car to be satisfying for the next several years to come. Once the car has its NEEDS met (weather stripping, general maintenance, headliner...) I will begin making the drivetrain stronger. Once the Drivetrain is in place or at least on standby to be swapped, then the engine will go in. This way I don't make more than my transmission and differential can handle. If I do this all correctly, the car can be as reliable as a new car... in theory. Do it right, Do it once. I have done this wrong and had to do them several times before. Going to try not to make that mistake again.

 

sory guys I have posted this link 3 times today now, but it does work!! and is a real beast. I cant imagin this in a 3klb car, it can get real crazzzzzzy at times In a 3 ton pickup.

if you do not have a motor yet, pick up any 350 you like, get a TPI setup " I have 2", then get a vortec distributor. A couple of guys on ebay sell bilit alum ones for $50 or so - I have used 3 of them, Vortec timing cover (remember to seal the 2 holes in the block that are not used). get a 4X Vortec reluctor and a Vortec harmonic ballencer. the easiest wiring to convert is a Vortec 1996 -1999 5.7l and a 411 ECU from LEXTEC with a start and drive tune, ready for a dyno tune. the rest I can help you with.

here are my TPI mods

http://forum.gmtruckcentral.com/show...LT1-CONVERSION - this LT1 intake mod was a fail, now running a TPI on an LT1 with a Vortec distributor / CNP sensor

http://forum.gmtruckcentral.com/show...T-ON-THE-CHEAP

http://forum.gmtruckcentral.com/show...988-TBI-to-TPI

 

Confused why anyone would saddle a LT1 with a **** poor tpi intake

 

Its called torque. The TPI intake is not so bad. My old TPI setup with an edelbrock Vortec TPI base and stock runners put down right at 300 rwhp and over 350 rwtq. The HP flat lined at 4,800 but stayed table flat until 6,200.