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Chevrolet C10 Pickup C10 1967-1972
Power hp
Torque Nm
Displacement L
Layout
Swap overview with verified parts, part numbers and sources.
LS1 in Chevrolet C10.
Documented from 20 recorded sources: 4 of the ten mandatory blocks are carried by two independent publishers, 5 remain open. Internal confidence 51%.
Gen III LS1 in drive-by-cable form, 1999-2004 build range per Wiring Specialties. The single most important mechanical point from the LS swap literature is that oil pan, pickup tube and windage tray are a matched set and cannot be mixed across pan families. Displacement-on-demand engines (Gen IV, not the LS1) need the bypass valve integrated into the pan. Dipstick provisions differ by pan; some pan choices require drilling the passenger-side block boss with a 3/8-inch bit. On the accessory side, chevydiy documents a Holley high-mount kit, part number 20-138, comprising a Sanden SD7 A/C compressor, a Corvette Type II power steering pump and a CS130D alternator — that article covers the 73-87 square body, not this chassis, and the accessory drive is therefore an indication rather than a fitment statement for a 67-72 truck.
Status: SUPPORTED · Confidence 66%
Naturally aspirated. No source opened for this entry documents forced induction on an LS1 in a C10; the swap kits found list the LS1 among the naturally aspirated Gen III/IV applications they serve. Carried as a basic property of the engine, not as a
The 1998-2002 F-body LS1 (Camaro/Firebird) is the donor the opened sources converge on. Speedway Motors builds its 1967-72 C10 motor mount kit around the stock '98-'02 F-body rubber mounts rather than adapter plates. Wiring Specialties supports 1999-2004 Gen III drive-by-cable engines and names the F-body LS1 and the 2004 GTO LS1 specifically; note that its harness is described as universal, not C10-specific. Speed Engineering's kit instead uses LS adapter plates onto SBC rubber mounts, which makes the donor mount choice less critical on that route.
From a 1998-2002 F-body: the engine itself in drive-by-cable form and, on the Speedway route, the stock F-body rubber engine mounts which that kit is designed around. From the same donor generation the PCM, which is then reflashed to remove VATS. Everything else in the opened sources is aftermarket rather than donor-sourced: mounts and crossmember, oil pan with matched pickup and windage tray, headers, the EFI fuel tank with in-tank pump, and the harness. Speed Engineering's route deliberately avoids donor mounts by using adapter plates onto SBC rubber mounts, which widens the acceptable donor considerably.
Status: SUPPORTED · Confidence 62%
Bolt-in mount kits exist for this exact chassis from at least three separate manufacturers, so no fabrication is required. Speedway Motors sells a complete motor mount kit, part number 445310, black steel, 173.99 USD as retrieved 24.07.2026, which uses the stock '98-'02 F-body rubber mounts instead of adapter plates. The same maker sells the mounts together with a fabricated transmission crossmember as part number 487640 for 359.99 USD. Speed Engineering's 1960-1972 kit takes the other approach, LS adapter plates onto SBC rubber mounts, at 199.99 USD, and warns that 1960-66 trucks need slider mounts to clear the front crossmember while 1967-72 do not. Hedman's swap-in-a-box 42241 contains its motor mount kit part number 4204 with rubber pads. No opened source states the resulting engine setback, tilt angle or firewall clearance in figures.
This is the decisive clearance question in the C10. The factory GM truck pan is the deepest of the LS family: lsenginediy gives the 2002-06 truck pan as part number 12579273 with a 12 1/4 inch shallow front section and an 8 3/4 inch rear sump, rear depth 8 1/4 inches, and the 2007+ Gen IV pan as 12609074 with an 11 1/2 inch front and 9 3/4 inch sump at the same 8 1/4 inch depth. In a 67-72 C10 a builder on LS1Tech reports that his truck pan hung about 1 1/2 inches below the crossmember, which he treats as a real risk on uneven roads and asphalt edges. The same thread reports the F-body pan (part number 12558762, rear sump 5 inches deep, 11 1/2 long, 9 1/2 wide) as giving better clearance, a CTS-V pan (5 1/2 inch rear sump) as bringing the sump level with or up to half an inch above the crossmember when combined with certain mounts, and an H3 Alpha pan as buying a further 3/4 inch. Both swap kits sidestep the question by including their own pan: Hedman supplies steel pan 1108, 5 quarts, with -10AN inlet and outlet, which requires relocating the oil filter; Speed Engineering includes an LS swap pan and specifies filters AC Delco PF48 or PF48E, Mobil M1-113, Wix 57060 or K&N HP-1017. Pan, pickup tube and windage tray must be matched to each other.
Not researched to a citable standard in this run.
Not researched to a citable standard in this run.
Status: OPEN
Not researched to a citable standard in this run.
Status: OPEN
Not researched to a citable standard in this run.
Status: OPEN
The automatic route is the well documented one for this chassis. Hedman states that its 67-72 C10 swap kit works with the 4L60E, 4L70E, 4L80E, 4L85E, 6L80E and 6L90E. Speed Engineering, covering 1960-72, warns that 'if using a larger 4L80E or older Turbo 350/400 transmission the bellhousing ears may need to be trimmed' — so the wide gearbox and the old three-speeds are possible but not free of work. Speedway Motors documents a running 1968 C10 short bed with an LS engine and a TH350. Note the boundary: none of these three sources ties a specific gearbox to the LS1 in particular rather than to the LS family generally.
Status: VERIFIED · Confidence 82%
Not researched to a citable standard in this run.
Status: OPEN
Fertige Getriebequertraeger existieren fuer dieses Chassis. Speedway Motors sells a fabricated 1967-72 C10 transmission crossmember, part number 474035, at 190.99 USD as retrieved 24.07.2026, described as having slotted holes in the boxing plates so the position can be dialled in, and a large pass-through for the exhaust. The same maker packages it with the motor mounts as part number 487640 at 359.99 USD. Hedman's 42241 swap-in-a-box includes a transmission crossmember, and Speed Engineering's 1960-72 kit includes a transmission mount. What no opened source states is which gearbox bolt patterns each crossmember is actually drilled for — that has to be confirmed with the seller before ordering.
Status: VERIFIED · Confidence 84%
Speedway Motors measured 62 inches on a 1968 C10 short bed fitted with LS swap motor mounts, a 5.3 litre LS, a TH350 and a Speedway 9-inch rear end, and used a 3 1/2 inch tube. The measurement is defined from the seal surface at the back of the transmission to the flat part of the yoke at the rear end. A short bed can run a one-piece shaft; a long bed requires the two-piece shaft and the maker advises against a one-piece conversion there. The 62 inch figure is specific to that combination of gearbox and axle and must be re-measured for any other, but the method transfers. (1Q)
Status: SINGLE_SOURCE · Confidence 52%
Not researched to a citable standard in this run.
Status: OPEN
Not researched to a citable standard in this run.
Not researched to a citable standard in this run.
Status: OPEN
Return-style EFI at 58 psi, with the factory in-cab tank behind the seat replaced. Speedway Motors documents the route for this chassis: a 1963-72 C10 EFI under-bed tank with in-tank pump ring at 403.99 USD, a submersible EFI retrofit pump module at 268.99 USD carrying a Walbro GSS340 rated 255 lph ('plenty for our little 5.3'), a Deluxe AN6 GM LS swap fuel filter/regulator at 63.99 USD which sets 58 psi and has the return fitting built in, described as suitable for a mild engine up to roughly 450 naturally aspirated horsepower, and 3/8 inch Earl's Vapor Guard hose at 37.99 USD per foot. All prices retrieved 24.07.2026. The stated reason for relocating the tank is that the factory arrangement puts twelve gallons of fuel behind the seat inside the cab. (1Q)
Status: SINGLE_SOURCE · Confidence 56%
Not researched to a citable standard in this run.
Headers are part of the packaged solutions for this chassis. Hedman's 67-72 C10 swap-in-a-box 42241 contains uncoated T304 stainless mid-length headers with 1 3/4 inch primaries, header part number 62740. Speed Engineering's 1960-72 kit likewise includes LS swap headers in several styles along with 10 and 12 inch plug wires and gaskets. Speedway Motors describes its fabricated 67-72 transmission crossmember, part number 474035, as leaving 'a huge space for exhaust to pass through', which is the second half of the problem after the manifolds. For the 1973-87 square body — a DIFFERENT chassis, listed here only for orientation — Speedway names Hedman 69710 mid-length and Doug's D314 full-length headers with 2.5 to 3 inch dual systems; those numbers must not be ordered for a 67-72 truck. No opened source gives measured clearance to the steering box or the frame rail.
A standalone harness plus a reflashed factory PCM is the documented route; nothing chassis-specific to the 67-72 C10 was found. Wiring Specialties offers a one-piece tucked engine-and-transmission harness with integrated alternator charging cable for 1999-2004 Gen III drive-by-cable LS1 and Vortec engines, with OEM-style connectors for knock, MAP, IAT, TPS, cam, crank and oxygen sensors, eight injectors, coils and cooling fans, at 899 USD as retrieved 24.07.2026 with a stated 2-8 week lead time; the same page describes the product as universal and aimed at 'classic pre-EFI cars', not as a C10 part. For the 73-87 square body — a different chassis — Speedway lists the alternative of a complete FiTech 71014 Ultimate LS EFI package including intake, ECM and harness at 2,186.19 USD, or keeping the stock ECM with VATS unlocked. No opened source documents the C10 body-side integration: ignition switch feed, fuse block, charging circuit sizing or fan relay wiring for this truck.
VATS is removed in software, not bypassed in hardware. Wiring Specialties sells an optional HP Tuners PCM startup flash at 199-299 USD as retrieved 24.07.2026 which removes VATS along with EVAP, rear O2 and fuel tank purge. Speedway's 73-87 guide describes the same principle as using the stock ECM 'with VATS unlock'. Instruments are a genuine gap: no opened source documents how the original C10 speedometer or a tachometer is driven from a Gen III LS1 in this truck, nor what happens to the mechanical speedometer cable when an electronically controlled gearbox goes in. For a German registration the instrument question is not optional — see 'Legal / Approval (DE)'.
Status: SUPPORTED · Confidence 60%
Not researched to a citable standard in this run.
Status: OPEN
Five concrete pitfalls are documented. First, ground clearance under the oil pan: a builder reports his factory truck pan hanging about 1 1/2 inches below the crossmember in a 67-72 C10, which he treats as a hazard on uneven roads and asphalt edges — the pan is the part of this swap that decides whether the truck is drivable on bad surfaces. Second, the year split inside kits advertised as '1960-72': Speed Engineering states that 1960-66 trucks need slider engine mounts to clear the front crossmember, so a kit bought on the strength of that year range is not automatically the right kit for a 67-72. Third, gearbox interference: with a 4L80E or an older Turbo 350/400 the bellhousing ears may need trimming. Fourth, the oil filter: Hedman's swap pan requires relocating it, which is easy to overlook when budgeting the job. Fifth, driveshaft configuration: a one-piece shaft is fine on a short bed but is advised against on a long bed, which keeps the two-piece shaft and its centre bearing in the picture.
Status: VERIFIED · Confidence 80%
No opened source addresses the German approval of an LS1 in a C10 specifically — neither an emissions report, nor a noise measurement, nor a part 21 acceptance for this combination. What is documented is the general shape of the process for an American vehicle: a single-vehicle acceptance under section 21 StVZO which examines whether the vehicle meets StVZO requirements and EU safety and environmental standards, and which one German specialist describes as taking one to two days for a well prepared US vehicle and several weeks where conversion work is still outstanding. The realistic reading is therefore that feasibility is unproven rather than proven: the swap is mechanically ordinary in the United States, but nobody in the sources opened here has documented taking one through a German inspection. Anyone planning this should get a written position from an inspection organisation before buying parts. (1Q)
Status: SINGLE_SOURCE · Confidence 42%
As of 24.07.2026, Germany. A German-language specialist page (article dated 30.01.2026) describes individual approval (Einzelabnahme) under § 21 StVZO for US vehicles: the inspection checks whether the vehicle complies with StVZO requirements and meets EU safety and environmental standards. The inspection points named are lighting (indicators changed from red to amber, retrofitting a rear fog lamp, E marking on the headlamps, correct low-beam light distribution), the speedometer - "US vehicles come with a mph speedometer as standard. In Germany, however, a km/h display is mandatory." - and further the brake system and braking effect, exhaust system and noise emissions, emissions behaviour, tyre and wheel approvals, seat belts and airbags, plus chassis and corrosion protection. Duration is given as one to two days for a well-prepared vehicle. IMPORTANT: this article covers US imports in general and says NOTHING about the engine swap. Everything concerning the conversion itself is missing here for the LS1 in the C10: emissions report, noise measurement, changes in output and mass, brake evidence for the increased power. These points are open and must not be inferred from the above. (1Q)
Status: SINGLE_SOURCE · Confidence 48%
All prices as of 24.07.2026; all links come from pages that were actually opened. Speedway Motors, 1967-72 C10 LS Swap Complete Motor Mount Kit, part number 445310, USD 173.99: https://www.speedwaymotors.com/1967-72-Chevy-C10-LS-Swap-Complete-Motor-Mount-Kit-Black-Steel,445310.html - Speedway Motors, 1967-72 C10 Fabricated Transmission Crossmember, part number 474035, USD 190.99: https://www.speedwaymotors.com/1967-72-Chevy-C10-Fabricated-Transmission-Crossmember,474035.html - Speedway Motors, both together, part number 487640, USD 359.99: https://www.speedwaymotors.com/1967-72-Chevy-C10-LS-Swap-Trans-Crossmember-Motor-Mount-Kit,487640.html - Speed Engineering C10 LS Swap Kit 1960-1972, USD 199.99: https://speed-engineering.com/products/speed-engineering-c10-ls-swap-kit-1960-1972-ls1-ls2-ls3-ls6-lsa - Hedman Engine Swap-In-A-Box 42241, USD 2,117.91: https://www.hedman.com/product-detail/42241 - Wiring Specialties Gen III LS1 standalone harness, USD 899 plus USD 199-299 for the HP Tuners flash with VATS removal: https://www.wiringspecialties.com/ls1wihaforch5.html
Three genuine search hits from search run 9, not opened and expressly not technical evidence: '1972 C10 LS SWAP Build Series PT.1' https://www.youtube.com/watch?v=z6tUcArCV-4 - 'LS SWAPPING A C10 everything you need to know part 1' https://www.youtube.com/watch?v=3BRI84MXS90 - 'C10 LS Swap: Motor Mount Kit & Transmission Crossmember (1967-1972)' https://www.youtube.com/watch?v=-DKGN4b3zbQ
No usable finding. Search run 12 returned zero Instagram results; the engine returned only vendor and blog pages. For manual follow-up directly on Instagram: #c10lsswap, #67c10, #72c10, #c10build, #lsswappedc10, #actionlinec10.
Opened and used: LS1Tech, 'Oil pan in a 67-72 C10 chassis' https://ls1tech.com/forums/conversions-swaps/1527636-oil-pan-67-72-c10-chassis.html - LS Engine DIY, 'LS SWAPS: Oil Pan Guide' https://www.lsenginediy.com/ls-swaps-oil-pan-guide/ - Chevy DIY, LS installation in the 73-87 C10 (different chassis) https://www.chevydiy.com/how-to-install-an-ls-engine-into-a-73-87-gm-c10-truck/ - Masso Cars, individual approval (Einzelabnahme) under § 21 StVZO for US vehicles, German https://massocars.de/tuev-%C2%A721-us-auto-einzelabnahme-von-us-fahrzeugen-was-wird-geprueft/ . Unreachable but noted for follow-up research: LS1Tech Hooker Blackheart C10 thread (403) https://ls1tech.com/forums/conversions-swaps/1920188-hooker-blackheart-1967-72-c10-truck-ls-lt-swap-system-info-thread-2.html - RustToRoad C10 LS Swap Guide (403) https://rusttoroad.com/guide/c10-ls-swap - 67-72chevytrucks.com driveshaft thread (403) https://67-72chevytrucks.com/vboard/showthread.php?t=827340
Twelve search runs, all ten mandatory blocks touched. Eleven findings from eight independent publishers were used in substance: speedwaymotors.com (four items, counts as ONE publisher), speed-engineering.com, hedman.com, ls1tech.com, lsenginediy.com, chevydiy.com, wiringspecialties.com and massocars.de. One of these is German-language (massocars.de); a second German-language finding (bavariasportscars.com) was never opened. Two findings expressly concern the 1973-87 square-body chassis and have been used only indirectly and marked as such. Nine further findings were not used: two Holley items returned only navigation structure without technical content on retrieval, four pages answered with HTTP 403 or 409 (LS1Tech Hooker thread, rusttoroad.com, 67-72chevytrucks.com, dirtydingo.com), and three more (cjponyparts.com, the Speedway Tremec installation report, bavariasportscars.com) could no longer be opened because this run's retrieval quota was exhausted at 21:10 UTC. Exactly those last three are the reason for the gaps in manual gearbox, cooling and brakes.
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