your LT1 need a few tweaks of more power?

grumpyvette

grumpyvette

Administrator
Staff member
the throttle body coolant bye-pass is very cheap, easily done, and worth a few hp, so ID do that for sure!

theres some useful info here

http://www.ws6.com/mycar.htm

http://www.carcraft.com/techarticles/cc ... specs.html

http://www.golenengineservice.com/html/articles.html

http://airflowresearch.com/articles/art ... /A9-P1.htm

http://www.superchevy.com/technical/eng ... index.html

http://www.carcraft.com/techarticles/cc ... index.html

http://www.customclassictrucks.com/tech ... index.html

http://www.gmhightechperformance.com/te ... index.html

http://www.chevyhiperformance.com/tech/ ... index.html

http://www.projectlt10.com/content/modu ... .php?id=34

http://www.projectlt10.com/content/modu ... .php?id=30

GET THE WET NITROUS SYSTEM ITS FAR LESS LIKELY, TO SCREW UP THE ENGINE IF YOUR NOT TUNNED CORRECTLY
http://www.thunderracing.com/catalog/?a ... 4&pcid=161
BTW To remove the connector from the injector, push carefully in the middle of the locking clip, with your thumb, This will make the sides, and tips move OUT WARD in their connector slots allowing the tips that hold the injector into the connector to slide out of the way from the injector body, and you can then pull the sides away. WATCH the locking clip - IT can and WILL come off and get lost, if your not careful
 
BITS OF LT1 HISTORY

'92 - '93 the LT1, was introduced in '92 in the corvette and was rated at 300hp. In 93 the new 4th gen F-body arrived with the LT1 rated at 275hp. There are some significant differences between the new engine and earlier small blocks. Among them are the opti-spark distributor located on the front of the engine behind the gear driven water pump and crank balancer. The block, heads, timing cover, water pump, intake manifold and accessory brackets are not interchangeable with the earlier smallblocks. Engine mounts and the bellhousing pattern remain the same. There were early and later versions of the aluminum head. The early head had a casting number of 10128374 and the later head had a casting number of 10128649.

The LT1 is reverse flow cooled meaning the water flows through the heads first then the block, instead of through the block and then the heads as is standard. Reverse flow cooling is a function of engine design and does not require a special radiator. An overflow tank is necessary to ensure there is no air in the system.

There are some differences between LT1's. The Corvette got 4 bolt mains and Aluminum heads. The F-body cars got 2 bolt mains and aluminum heads. The '94 - '96 Buick Roadmaster, Cadillac Fleetwood, Chevrolet Caprice, police cars and the Impala SS got the 5.7L with 2 bolt mains and cast iron heads and was rated at 265hp. There was also a 4.3L LT1 available in the big cars which is indistinguishable from the 5.7L, except for the different casting number and 4.3 cast into the top of the block just ahead of the bellhousing flange.
'94 Sequential Port Injection introduced this year. The new computer has a PROM that is not removable but can be reprogrammed. A mass airflow sensor was added to work with the map sensor still in use.
'95 A drain tube was added to the distributor to remove condensation buildup. The distributor has a new electrical connector which is not compatible with the earlier harnesses. The distributor drive was enlarged and will not interchange with '92 - '94 LT1s.
'96 The LT1 picked up 10 extra HP in the F-body cars with the addition of a second catalytic converter. OBD II makes its debut this year. A Crank Position Sensor is added. The LT4 is introduced as an option in the Corvette only and was rated at 330hp. A few of the supertuners offered special editions of the F-body cars with LT4's in them apart from the factory.
'97 The last year for the LT1 and available only in the F-body cars. The new C5 or fifth generation Corvette came equipped with the new third generation smallblock; an all new, all aluminum 5.7L with no resemblance to the 1st or 2nd generation small blocks.
 
http://www.lt1swap.com/links.htm
provided this list of links



http://www.megasquirt.info <-- Home page for MegaSquirt fuel injection system. All information to build the MegaSquirt is found here.

http://www.msefi.com <-- Forum filled with information about the MegaSquirt fuel injection system and other components.

http://www.badbowtie.com <-- Website for Chevrolet fans, some import & ford humor as well, check it out!

http://www.fierolt1.com <-- LT1 powered Fiero's

http://www.geocities.com/MotorCity/Spee ... maro1.html <-- 95 LT1/4L60E swap into 1968 Camaro, very informative!!

http://www.blacky.co.nz/free/index.htm <-- OBD-II 100% software interface, pull trouble codes

http://www.elmelectronics.com/index.html <-- maker of OBD-II interface chip

http://www.obdii.com <-- Dedicated to helping the home technician understand and use OBD-II technology.

http://www.diy-efi.org <-- Good place to search for hard to diagnose computer problems, and advanced fuel injection systems.

http://www.up22.com <-- Fiberglass for almost ANY vehicle, very well priced too!

http://www.fuelinjection.com/portinj.html <-- History of GM Port Injection, lots of info too.

http://www.mortec.com <-- Casting numbers for any Chevrolet block, head, or crank. Also lots of information for tuning Holley Carbs.

http://www.charm.net/~mchaney/optisprk/optisprk.htm <-- Very useful information about the Optispark distributor.

http://para.noid.org/~muttvette/opti.html <-- What you need to know about Optispark changes from 92 to 97.

http://www.coatesengine.com <-- Very interesting website, an engine with a rotary valve, no lifters, no pushrods, no CAM! Check it out!

http://www.lt1intake.com <-- Info on modifying an LT1 intake to use with a standard distributor, on early SBC blocks.

http://www.fatmanfab.com <-- Make aftermarket suspension and steering components, as well as lowering kits and bags for many vehicles.
 
 
http://www.racetep.com/hpx.htm

Reading through this guys writeup on his company's "HPX Ignition System" I was overwhelmed by his ignorance or his desire to spin a high level of BS....

A quote:
Every Engine Control system from Electromotive uses multiple ignition coils and advanced, automatically adjusting dwell circuits to assure the coils are fully charged every time

and:
....... (the competition) does not CHARGE the Ignition Coil, rather it uses the 1:100 Winding ratio as a TRANSFORMER.

and:
........(in our system) the TIME available to CHARGE an Ignition coil goes up by a factor of 4 on an 8cyl Engine.


Sorry boys, but nothing had changed in the basic ignition system. A coil is a transformer. Only a transformer. It does not "charge up" or "hold a charge", period! A Capacitor is required to build up a charge. The capacitor is still connected to a 12 volt source, and the charge built up in a capacitor is still only 12 volts. However, when the capacitor is rapidly discharged through the primary winding in the coil, the amperage is very, very high, but the voltage is still only 12 volts. The coil transforms the low voltage, high amperage "jolt" to a high voltage, low amperage "spark".

Having multiple coils, one for each sparkplug, allows more time for that amplification of the voltage to take place at high rpm, which in turn allows for longer duration sparks, yielding more power and better fuel combustion. Now today's modern controllers for this ignition process are quite sophisticated, but in the fifty years I've been messing around with ignition systems, it hasn't changed very much from the basics. As I dig into the new efi systems and their controllers, I maintain that is still the case.

This guy is just spinning a lot of marketing nonsense, and he does the auto industry a disservice in the process, as someone will read it and start to believe this BS and start quoting it around as "gospel"....

Any comments?
Aloha,
Willy
 
I didn,t even read that one link, SORRY,
but thats comon, Ive had guys that were TOTALLY clueless argue/discuss things with me many times, I rarely bother to dispute claims or bad info, it just tends to make them mad, I DO TRY to post good solid info thou.
I had overheard one guy today for example at an auto parts store I was at suggest a 240 duration cam with a .575 lift would really work great on a vortec head,sbc in his camaro, to some 20 year old buddy,in his 9:1 cpr camaros 350 sbc.....
you just smile and walk away sometimes


btw as far as understanding the gen1 chevy ignitions... this might help


http://auto.howstuffworks.com/ignition-system.htm
 
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