failing to read through the links and sub-links on this web site is always a bad idea
http://www.grandsportregistry.com/lt1vslt4.htm
http://www.enginebuildermag.com/1999/09/rebuilding-the-chevrolet-lt1-engine-2/
http://www.hotrod.com/articles/ccrp-0909-lt1-engine-build/
https://www.nookandtranny.com/Info_LT1.html
http://www.superchevy.com/how-to/0908gmhtp-lt1-cylinder-head-comparison/
http://www.airflowresearch.com/chevy/sbc-eliminator-23-lt1-cylinder-head/
http://www.superchevy.com/how-to/project-cars/sucp-0008-chevy-lt1-engine-build/
http://www.superchevy.com/how-to/4496-500-hp-na-chevrolet-lt1-engine/
http://www.superchevy.com/how-to/en...t-1-aiming-for-600-plus-hp-with-a-396-gen-ii/
http://www.hotrod.com/articles/ccrp-0801-gen-ii-chevy-small-block-engine/
http://www.superchevy.com/how-to/0506htp-lt1-high-mileage-reliable-build/
http://www.superchevy.com/how-to/en...o-testing-7-popular-lt1-engine-modifications/
http://www.enginelabs.com/news/video-383ci-stroker-lt1-makes-a-strong-case-for-gen-ii-engines/
http://garage.grumpysperformance.com/index.php?threads/opti-crap-ignition-rebuild.758/
http://garage.grumpysperformance.com/index.php?threads/optispark-ignition-info.628/#post-1086
https://play.google.com/store/books...O1&gclid=COCO3azk4tECFSi2gQodNikO4A&gclsrc=ds
https://play.google.com/store/books...d_LT1_LT4_Small_Block_Chevy_E?id=sfCQEB3bLqYC
one of the major reasons for the 2nd generation SBC or LT1/lt4 was the goal of reducing exhaust emissions by allowing leaner fuel/air mixtures and higher compression ratios to be used.
leaner F/A ratio's reduce emissions and higher compression theoretically boosts potential torque.
if you look at the LT1-LT4 engines the basic difference from the earlier first generation sbc engines is that the block was re-designed to use a reverse flow direction on coolant flow to feed cooler temperature coolant through the cylinder heads , and return the coolant through the block rather than the earlier SBC routing of coolant through the block and up into the cylinder heads and back out the intake manifold T-stat housing, this was done to reduce the cylinder head operating temps, as reducing the combustion chamber temps , this results in the engine being able to use higher compression before the engine enters the range where detonation in the cylinders can cause mechanical damage to the pistons and rings with any octane level of fuel.
the next change was in the ignition or spark control,
the OPTI-SPARK at least in theory has less likely to be subject to spark scatter.
the redesigned "VORTEC STYLE HEART SHAPED COMBUSTION CHAMBER " use in the LT1-4 series heads increased the engine fuel/air compressed gases,combustion speed, this allows less wasted energy because you don,t need to ignite the compressed fuel/air mix so far in advance of TDC.
remember that the first gen SBC was built when carburetors were common and emission testing was not required, the LT1/LT4 was designed with taller ports and faster air flow speeds , in mind ,as direct port fuel injection was the primary fuel supply system, being used.
http://garage.grumpysperformance.co...temps-detonation-resistance.12842/#post-66668
http://garage.grumpysperformance.co...flow-rates-and-heat-transfer.9880/#post-57638
http://garage.grumpysperformance.co...octane-for-compression-ratio.2718/#post-68131
http://garage.grumpysperformance.co...temps-detonation-resistance.12842/#post-66660
http://garage.grumpysperformance.co...cranking-pressure-calculator.4458/#post-61262
http://garage.grumpysperformance.co...compression-torque-dcr.1070/page-2#post-52809
http://www.grandsportregistry.com/lt1vslt4.htm
http://www.enginebuildermag.com/1999/09/rebuilding-the-chevrolet-lt1-engine-2/
http://www.hotrod.com/articles/ccrp-0909-lt1-engine-build/
https://www.nookandtranny.com/Info_LT1.html
http://www.superchevy.com/how-to/0908gmhtp-lt1-cylinder-head-comparison/
http://www.airflowresearch.com/chevy/sbc-eliminator-23-lt1-cylinder-head/
http://www.superchevy.com/how-to/project-cars/sucp-0008-chevy-lt1-engine-build/
http://www.superchevy.com/how-to/4496-500-hp-na-chevrolet-lt1-engine/
http://www.superchevy.com/how-to/en...t-1-aiming-for-600-plus-hp-with-a-396-gen-ii/
http://www.hotrod.com/articles/ccrp-0801-gen-ii-chevy-small-block-engine/
http://www.superchevy.com/how-to/0506htp-lt1-high-mileage-reliable-build/
http://www.superchevy.com/how-to/en...o-testing-7-popular-lt1-engine-modifications/
http://www.enginelabs.com/news/video-383ci-stroker-lt1-makes-a-strong-case-for-gen-ii-engines/
http://garage.grumpysperformance.com/index.php?threads/opti-crap-ignition-rebuild.758/
http://garage.grumpysperformance.com/index.php?threads/optispark-ignition-info.628/#post-1086
https://play.google.com/store/books...O1&gclid=COCO3azk4tECFSi2gQodNikO4A&gclsrc=ds
https://play.google.com/store/books...d_LT1_LT4_Small_Block_Chevy_E?id=sfCQEB3bLqYC
one of the major reasons for the 2nd generation SBC or LT1/lt4 was the goal of reducing exhaust emissions by allowing leaner fuel/air mixtures and higher compression ratios to be used.
leaner F/A ratio's reduce emissions and higher compression theoretically boosts potential torque.
if you look at the LT1-LT4 engines the basic difference from the earlier first generation sbc engines is that the block was re-designed to use a reverse flow direction on coolant flow to feed cooler temperature coolant through the cylinder heads , and return the coolant through the block rather than the earlier SBC routing of coolant through the block and up into the cylinder heads and back out the intake manifold T-stat housing, this was done to reduce the cylinder head operating temps, as reducing the combustion chamber temps , this results in the engine being able to use higher compression before the engine enters the range where detonation in the cylinders can cause mechanical damage to the pistons and rings with any octane level of fuel.
the next change was in the ignition or spark control,
the OPTI-SPARK at least in theory has less likely to be subject to spark scatter.
the redesigned "VORTEC STYLE HEART SHAPED COMBUSTION CHAMBER " use in the LT1-4 series heads increased the engine fuel/air compressed gases,combustion speed, this allows less wasted energy because you don,t need to ignite the compressed fuel/air mix so far in advance of TDC.
remember that the first gen SBC was built when carburetors were common and emission testing was not required, the LT1/LT4 was designed with taller ports and faster air flow speeds , in mind ,as direct port fuel injection was the primary fuel supply system, being used.
http://garage.grumpysperformance.co...temps-detonation-resistance.12842/#post-66668
http://garage.grumpysperformance.co...flow-rates-and-heat-transfer.9880/#post-57638
http://garage.grumpysperformance.co...octane-for-compression-ratio.2718/#post-68131
http://garage.grumpysperformance.co...temps-detonation-resistance.12842/#post-66660
http://garage.grumpysperformance.co...cranking-pressure-calculator.4458/#post-61262
http://garage.grumpysperformance.co...compression-torque-dcr.1070/page-2#post-52809
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