to sourcing original Chevy small-block frame stands. Several versions are available with the most common being the Hooker (Holley Performance) mounts. These fabricated steel mounts bolt to the 1968–1972 frames in the factory-drilled forward Chevy small-block position. The stands are designed to fit Gen-IV F-Body (1998–2002 Camaro) block mounts. The two versions of this mount are stock engine position and forward position.
Under the hood of the 1971 Buick GS lies this 400-hp Buick 350. Although the engine is in great shape, it is time for something new. The latest generation of GM horsepower, the LT1, will do nicely.
Even though the Buick shares most of the chassis components with the rest of the A-Body platform, the frame stands are not compatible. Only Chevy small-block mounts work for LS swap adapters, so the Chevy small-block mounts need to be installed. The Buick mounts shown here are set back way too far and too wide.
Accessing the bolts is tricky; you need a combination of wrenches and sockets to get to each of the nuts and bolts through access holes in the frame. The bolts pass through from the backside of the frame member.
Position A, or the forward position, is designed to reduce floor-pan modifications for T56 6-speed transmissions and allows bolt-in installation of Turbo-Hydramatic 350, Turbo-Hydramatic 400, 2004R, 700R4, and 4L60/70 automatic transmissions. Position B, or stock engine position for a Gen I Chevy small-block, allows a TH350, TH400, or 2004R to mount to the engine using the stock crossmember without floor modifications. These mounts require extension floorpan mods with late-model transmissions and a custom transmission crossmember.
BRP offers a replacement mount that uses its proprietary Muscle Rods engine block mounts. This complete system includes a transmission crossmember and is designed to fit with Hedman Muscle Rod LS swap headers as well.
Chevelle small-block 350 stands replaced the Buick stands and, indeed, it makes a difference. The Chevy 307 stands are different from the big-block stands. For the install, I bolted them in place using the forward holes in the frame. All 1968–1972 A-Body frames are drilled for all types of frame stands. I also used new Grade-8 bolts.
Earlier A-Body cars use a variety of adapters. Chevrolet models are easy, as Chevy small-block adapters are the standard. If you are swapping into a BOP A-Body car, you need to swap out the original mount for the Chevy small-block-type mounts. Although the non-Chevrolet mounts look as if they are the same or similar, they have different dimensions that are not compatible for completing a swap.
Another issue is that BOP frame stands are often in a different position than Chevrolet versions, similar to the later 1968–1972 frames. The most common solution is to use the 1964–1967 Chevelle 350 mounts for these early A-Body swaps.
Unlike the 1968–1972 models, the 1967-and-earlier frames use a single bolt pattern for all GM makes, three bolts in a triangular pattern. The frame stands themselves are different. This means that you must install Chevy small-block engine stands into the frame. Some swappers weld the engine stands to the frame, which demands a serious commitment to the placement of the engine. You must be 100-percent sure that the location is correct.
These Dirty Dingo mounts allow up to 2 inches of lateral movement. Adjustable motor mounts give you latitude to adjust the position of the engine and, therefore, flexibility to fit the exhaust, steering, air conditioning system, brake booster, and other underhood components. They are very popular because they offer more options for engine placement than other designs.
Fortunately, this is not necessary. The 1964–1967 Chevy small-block frame stands are readily available as reproductions.
Hooker frame stands provide an alternative to converting to the Chevy small-block mounts. The stock location in 1964–1967 cars presents a major component fitment problem similar to the issue in the later A-Body. Often there is not enough clearance between inner tie-rods and the oil pan, but also the transmission and A/C compressor fitment are an issue with the stock setback. Hooker 1964–1967 frame stands provide a viable solution because you can position the engine 1 inch forward from its stock location. When used in the complete Hooker LS swap system, all component clearance and fitment issues are alleviated.
Adjustable motor mounts, with their many components, are more complicated to install, however. The slider (black piece) must be removed before the adapters are placed onto the block.
A spacer plate comes with the adapters to locate the mounts for the proper height in the chassis. Leave these out and you will not be able to install the bolts into the frame stands.
If your block is aluminum, you need to use anti-seize on the supplied Grade-8 bolts to prevent the threads from galling.
Here you can see the bare adapter. The “P” with an arrow dictates the side and front of the engine.
The bolts have hex heads; be careful not to strip the hex head when torqueing the bolts.
You mount sliding plates back onto the adapters using the installed studs. The final torqueing of the nuts and bolts is done after the position of the engine is set.
BRP also makes kits for the 1964–1967 GM A-Body cars. Similar to kits for later vehicles, these bolt to the chassis and use either the Gen IV Camaro (Holley) or proprietary (BRP) motor mounts on the engine.
With the stands in place, set the new LT1 in the chassis, allowing you to check the fit for the oil pan and components.
The 2014–up Gen V LT-series engines are similar to Gen III/IV blocks, but not enough to make them a simple drop-in replacement. At the current time, the aftermarket does not provide a full selection of motor mounts for the new generation of LT-series engines. There are a few options, however. The engine mounting location is the same, but the Gen V has a different bolt pattern. Dirty Dingo has sliding mounts for LT A-Body swaps that use the Chevy small-block frame stand and engine mount. The slider allows you to position the engine 2
