Gen IV Engine into 1994 Z28
02-03-2012, 10:28 AM
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Gen IV Engine into 1994 Z28 I don't have pics of everything, but this is fairly thorough.
My LT1 bit the dust about two summers ago. Radiator cracked open and blew the headgaskets allowing water into the oil that chewed up the bearings. The oil looked like silver paint, and the bearings looked like foil and several were missing.
Now it has an 07 fresh rebuilt aluminum 5.3 from an 07 silverado with an LS3 cam, 3600, 3 inch dumped exhaust, the 4.10's, and everything to support it.
There was a lot of trial and error and hacking and welding to get everything to work, but it was fairly straight forward.
With the LS K member it all sits where it needs to be, using an LS1 rack as well.
The LS1 trans mount won't fit the LT1 chassis, so we had to cut and extend out the LT1 mount for the trans to bolt to.
LT1 TA wouldn't line up, had to use an LS1 TA.
Using a LS1 corvette fuel regulator for the 2 into 1 to act as a tank return and to the fuel rails.
Used a 98 harness and PCM, that year was still analog so everything was just matching up wires and pulling power to what needed it from the fuse block.
I'm sure I'm forgetting something, as there was a lot of work to adapt small parts to work together, but the big stuff is covered.
We had a hell of a time tracing a hot wire for the starter, so we bypassed the BCM and turned the top switch into a push start. That was fun.
Right now I'm waiting on the alternator to get back to me from the rebuilders, as the one they sent was bad. But the car started and ran until it nearly ran out of juice a block away.
01ssreda4 is doing the tuning on it while I try to understand it as we go. Once the alt in in I'll get up a video of it running and see what it can do.
Best run with stock LT1, 4.10 gears and tune only. I'll try to find a track video.
Pulling it out and inspecting for the damages.
Ripping out all the HVAC stuff. That dash is really empty now.
HVAC junk. about 100 pounds.
New block. Less than 500 miles on it since it was rebuilt, it's in very good shape.
Heads before I sent them to the machine shop.
LS1 intake, valve covers, and fuel rails painted metallic black lacquer.
Cam going in.
Timing chain on.
Hand lapping all the valves after the heads got back from decking and hot tanking.
GM yellow springs that came with the cam.
Heads and VVT delete valley cover on.
PTC 3600 and melling high volume.
Pump on.
My custom hacked windage tray and bent truck pick up.
Front cover on and sfi balancer on. 01ssreda4 made it pretty with some silver paint.
WP and VC's on.
On the LS1 K Member with solid Spohns.
Under the valley cover.
Top end on.
SFI flexplate on.
Had a little fun building compression while testing the starter I had to cut the teeth on.
My LT1 bit the dust about two summers ago. Radiator cracked open and blew the headgaskets allowing water into the oil that chewed up the bearings. The oil looked like silver paint, and the bearings looked like foil and several were missing.
Now it has an 07 fresh rebuilt aluminum 5.3 from an 07 silverado with an LS3 cam, 3600, 3 inch dumped exhaust, the 4.10's, and everything to support it.
There was a lot of trial and error and hacking and welding to get everything to work, but it was fairly straight forward.
With the LS K member it all sits where it needs to be, using an LS1 rack as well.
The LS1 trans mount won't fit the LT1 chassis, so we had to cut and extend out the LT1 mount for the trans to bolt to.
LT1 TA wouldn't line up, had to use an LS1 TA.
Using a LS1 corvette fuel regulator for the 2 into 1 to act as a tank return and to the fuel rails.
Used a 98 harness and PCM, that year was still analog so everything was just matching up wires and pulling power to what needed it from the fuse block.
I'm sure I'm forgetting something, as there was a lot of work to adapt small parts to work together, but the big stuff is covered.
We had a hell of a time tracing a hot wire for the starter, so we bypassed the BCM and turned the top switch into a push start. That was fun.
Right now I'm waiting on the alternator to get back to me from the rebuilders, as the one they sent was bad. But the car started and ran until it nearly ran out of juice a block away.
01ssreda4 is doing the tuning on it while I try to understand it as we go. Once the alt in in I'll get up a video of it running and see what it can do.
Best run with stock LT1, 4.10 gears and tune only. I'll try to find a track video.
Pulling it out and inspecting for the damages.
Ripping out all the HVAC stuff. That dash is really empty now.
HVAC junk. about 100 pounds.
New block. Less than 500 miles on it since it was rebuilt, it's in very good shape.
Heads before I sent them to the machine shop.
LS1 intake, valve covers, and fuel rails painted metallic black lacquer.
Cam going in.
Timing chain on.
Hand lapping all the valves after the heads got back from decking and hot tanking.
GM yellow springs that came with the cam.
Heads and VVT delete valley cover on.
PTC 3600 and melling high volume.
Pump on.
My custom hacked windage tray and bent truck pick up.
Front cover on and sfi balancer on. 01ssreda4 made it pretty with some silver paint.
WP and VC's on.
On the LS1 K Member with solid Spohns.
Under the valley cover.
Top end on.
SFI flexplate on.
Had a little fun building compression while testing the starter I had to cut the teeth on.
02-03-2012, 10:28 AM
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Looks like a real engine now.
98 wiring harness on.
$250 bullshit to make the sensors work.
In the car and all hooked up.
Cutting the trap door on the convertible for a walboro.
Out of pics for now. But there is still work to do.
98 wiring harness on.
$250 bullshit to make the sensors work.
In the car and all hooked up.
Cutting the trap door on the convertible for a walboro.
Out of pics for now. But there is still work to do.
02-03-2012, 10:33 PM
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Well basically, the LT1 fuel feed lines had 3 from the tank to the engine bay, one the vapor purge line, that hooks to a purge solenoid on the engine.
The other two would normally go to the LT1 fuel rails, one a bit larger diameter is the feed to the rails, and the slightly smaller one is the return to the tank.
The vette regulator has hookups for these that are matching sizes on one side, and an outlet for a line to the fuel rails. I had a custom line made to go between the regulator and rails.
LS1 cars have their return feed loop further back on the car, near the tank I believe, which is why they only have the one feed to the rails.
Something humorous I just realized, with the vette regulator, original fuel filter, and fuel pump pick up sock filter, that makes 3 "filters" between the tank and engine. Seems like nothing should ever be able to get through to gunk up the engine.
The LT1 pump made enough pressure, 60 #, but it was the original one and we felt it would be better to upgrade it to a Walboro.
The other two would normally go to the LT1 fuel rails, one a bit larger diameter is the feed to the rails, and the slightly smaller one is the return to the tank.
The vette regulator has hookups for these that are matching sizes on one side, and an outlet for a line to the fuel rails. I had a custom line made to go between the regulator and rails.
LS1 cars have their return feed loop further back on the car, near the tank I believe, which is why they only have the one feed to the rails.
Something humorous I just realized, with the vette regulator, original fuel filter, and fuel pump pick up sock filter, that makes 3 "filters" between the tank and engine. Seems like nothing should ever be able to get through to gunk up the engine.
The LT1 pump made enough pressure, 60 #, but it was the original one and we felt it would be better to upgrade it to a Walboro.
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02-07-2012, 01:04 AM
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Got the alternator in tonight. Tapped 5 volt power from the maf line to turn on the Alt.
Took it for a test drive. Aside from an alignment, rebleeding the brakes, and a squeaky old belt, not much else is required apart from fine tuning.
It ran great even without going WOT, a copilot, and a ride along in the back seat, and still felt scary fast. The fuel trims are already pretty close too.
The coolant finally got bled through from the test drive, the temp went up and then dropped and maintained itself at normal levels.
Snapped a few photos tonight as well.
Engine as it currently sits.
Where I cut the hood to clear the lid setup.
The Vette regulator with my stock lines in and custom out, it sits where the old air box used to be.
Took it for a test drive. Aside from an alignment, rebleeding the brakes, and a squeaky old belt, not much else is required apart from fine tuning.
It ran great even without going WOT, a copilot, and a ride along in the back seat, and still felt scary fast. The fuel trims are already pretty close too.
The coolant finally got bled through from the test drive, the temp went up and then dropped and maintained itself at normal levels.
Snapped a few photos tonight as well.
Engine as it currently sits.
Where I cut the hood to clear the lid setup.
The Vette regulator with my stock lines in and custom out, it sits where the old air box used to be.
Last edited by Johnny-LT1-runner; 02-07-2012 at 01:15 AM.
02-16-2012, 12:13 PM
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MTI. It's about the same size as the SLP lid. The guys who did it without cutting the hood dropped the radiator back. It'd have to go at least 2 inches back to drop the lid any lower.
The front of it is already sitting where that front brace used to be.
The front of it is already sitting where that front brace used to be.
03-27-2012, 09:14 AM
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I should probably update this. Finally fixed my alternator issues and got some miles on it.
Sunday I swapped out the 4.10's for 3.73's. MPG's will probably be a bit better and the butt dyno says I lost some torque.
Pulled out the front LT1 springs and put some cut LS1 springs in their place and pulled out the rear spring isolaters for a nice drop.
While I was at it I took the time to do some general maintenance and re stretched the top and cleaned up some spots on the paint.
Last weekend I took it for a little road trip around the country side and logged the mileage over several tanks.
16.4 mpg for the first with a lot of city driving.
15.2 mpg for the second with lots of hills.
18.9 mpg for the third with mostly highway miles.
This was running real rich with 4.10's, so I'm expecting it to go up quite a bit now with lower gears and a leaner tune.
Sunday I swapped out the 4.10's for 3.73's. MPG's will probably be a bit better and the butt dyno says I lost some torque.
Pulled out the front LT1 springs and put some cut LS1 springs in their place and pulled out the rear spring isolaters for a nice drop.
While I was at it I took the time to do some general maintenance and re stretched the top and cleaned up some spots on the paint.
Last weekend I took it for a little road trip around the country side and logged the mileage over several tanks.
16.4 mpg for the first with a lot of city driving.
15.2 mpg for the second with lots of hills.
18.9 mpg for the third with mostly highway miles.
This was running real rich with 4.10's, so I'm expecting it to go up quite a bit now with lower gears and a leaner tune.
Last edited by Johnny-LT1-runner; 03-27-2012 at 09:23 AM.
03-29-2013, 07:45 PM
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We did an IAT relocate (from the lid to the inner fender) and a newly failed SD approach with a fuel trim reset and Johnny said it was running great. The 98 PCMs are so damn finicky sometimes.
03-31-2013, 10:45 AM
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Damn, you weren't kidding about a whole year. Well the car has been running great and consistent, only issues being a chewed up starter, busted steam line fitting, busted oil pressure Sensor, and that maf issue. And a really leaky power steering pump. Also running an ls6 intake and the powerband had an apparent change. Oh and I get about 14-20 MPG haha.
05-30-2013, 10:54 PM
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13.8 @ 100 with the old boat anchor. Temp wont be fun tomorrow but I'm guessing 12.4x @ 110 with this setup near a second and a half and 10 mph quicker which is huge gains. Guesses?????
05-31-2013, 09:51 AM
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I've been hoping for 12.5 at least, with all that we've done to it. 60 foot was 2.0 last time. I'm sure that'll be quite a bit lower.
05-31-2013, 12:59 PM
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Johnny-
Can you explain the Lingenfelter conversion box to me? I have an LT1 car that Im considering swapping to LS (many reasons why Im not just buying an LS car) and wondered if that is a necessary unit?
Can you explain the Lingenfelter conversion box to me? I have an LT1 car that Im considering swapping to LS (many reasons why Im not just buying an LS car) and wondered if that is a necessary unit?