1972 Chevy C-10 LS1 Engine Install - More Fun With Fuel Injection

Since my mounts won't work in the forward position, I went to CPP and got a set of their tubular small-block C-10 mounts. Their mounts come complete with grade 8 hardware.

The CPP or stock forward mounts share the middle of the three holes with the rear position mounts, basically like so. It's just a bit of a headache to switch the mounts out with the engine in the truck, but it needs to be done.

The CPP mounts also use the passenger car style rubber mounts (bottom), which have a horizontal bolt to connect them to the mounts on the frame. The stock truck rubber mounts have a bolt that goes into the rubber.

After jacking up the engine and replacing both the frame and rubber engine mounts, here's how things are looking. The CPP mounts fit quite well once they were in place and look neat to boot.

Whether you are removing the old mounts or installing new ones, there is a third bolt down on the crossmember that goes through to the bottom side. You won't get the old ones out if you forget this.

After the engine placement setback the transmission crossmember needed to move forward an equal amount (4 inches). This actually put the rear mounting hole in the crossmember right where the front one was. Now I just need to drill new holes in front.

The shift linkage to the 700-R4 needs to be addressed now since the pivot bracket on the frame doesn't line up with the bracket on the trans.

Now that I knew the difference was 4 inches and seeing all the other factory holes in the framerail, to my surprise, there were holes 4 inches from the two mounting holes for the pivot bracket on the frame.

With a slight amount of tweaking, the brackets went back to how they should be. Now I just needed to adjust the shifter rod coming off the column shift linkage.

From here on out it is basically making the new work with the old. The power steering was one of those things. I got this universal power steering hose kit from CPP that is basically a replacement for `60-70 GMs.

The fitting in the late model power steering pump goes from metric threads with an O-ring to a male AN fitting, which won't work with the old style hoses. CPP has a metric O-ring to SAE inverted flare adapter that replaces the AN fitting, making everything jive. Just remember that most all the nuts and bolts on the LS engine are metric, with the exception of bellhousing bolts (but that may have changed as well).

Now the pressure (bottom) and return (top) hoses can be tightened into the power steering pump. Of course if you don't have power steering you can skip this--or take the time to upgrade to it.