i'm getting ready to modify my lt1 but have some questions cuz i know very little about it. I'm getting ready to put it into a 89 s10. Hereare the questions. Is the bolt pattern on the lt1 heads the same as the one on the vortec?

 

Lt1 is reverse cool head and a vortex is not. Heads would not swap

 

Honestly if retrofitting an older vehicle to injected V8 I would skip the LT1. I love the LT1 but for the effort to swap an MPI V8 into something that never came that way you would be further ahead to start with an LS variant.

The above information about the heads not swapping is correct but I would go a step further and ask what are you trying to do?

 

You mean there's a power plant you can use for relatively the same amount of money that can yield better results? Well that's just crazy talk!

 

Maybe the OP already has an LT1 he wants to swap in and to answer your question the exhaust bolt pattern, motor mount locations on the block etc are just like a Gen I sbc. The intake bolt patterns are different and as already stated the LT1 is revese cooled. Check S10 forums and s10v8.com they have headers and engine mounts, oilpans etc, I hope this helps you.

 

5.3 turbooooooooooooo!!!!!

 

96capricemgr- well i'm tryin to put a carb intake manifold on the lt1 heads and change the opti-spark to a distrubutor. And I'm wanting to change from the electric water pump to a mechanical.
97z28ss- i'll have to go check that out thanks.

 

When you say electric waterpump do you mean an actual electric waterpump or a stock LT1 one? Many people have mistaken the stock one for electric because it does not have a belt.

IMO the LT1 is pointless without it's MPI. Without that it is pretty much just a gen 1 with poor intake manifold selection.

If I had an LT1 and wanted a carbed V8 in something like that, I would probably sell the LT1 or trade it for a gen 1.

The only carbed LT1 intake is a dual plane made by Edelbrock for GMPP, then you need the opti blockoff plate. If you delete the AC you need to buy a delete pulley, damper selection is limited too.

Again I love the LT1 but if putting a carb on it is limits you so badly on so many parts. IMO it would be cheaper to do a gen 1 and I really don't think the LT1 has much if any advantage without it's injection.

 

What about using a vic jr intake?

 

You mean besides the fact it would require custom machining to make fit? That just adds more unnecessary cost.

That is another one of those things everyone BLINDLY believes in without any data.

 

GMPP makes a carbed intake that's a direct bolton for the LT1, I have a 95 S10 2dr Blazer that I'm gathering parts for a swap and I to have an LT1 that I'm swapping. The reason I'm going this route is I just pulled the stock one from my 94 Z and put in my new engine and my Blazer has 230k on the tired V6 and I want a bigger engine for more hp/tq to make it more fun to drive. And I'm after lots of tq and the dual plane carbed intake will get the job done for me because the custom wiring harness to make the mpi work is almost $1000 and for me right now I'd rather take that money and put forged rods and pistons, rings bearings cam etc in the LT1 then drop it in the truck. And we LT1 owners know all too well that there's not much market for our engines these days so trying to sell it and get a gen one is pointless to me.

 

The whole point in using the LT1 is the fuel injection. I just saw a new LT1 stand alone for $525. I had my stock harness reworked for a lot less when I did my swap. I'd just put it in.

 

Id suggestg a TPi if you want to keep it simple. You can use vortecs with a special intake

 

A friend who has a fetish for putting small blocks in s10's put an lt1 in one, kept the fuel injection..hell i think he's got the factory s10 gauges working with it. Like stated above..if your not using the fuel injection, you be better off not using the lt1. If the wiring is what's changed your mind on leaving the fuel injection..do some research and you'll figure it out.

 

I built a hot cam lt1 with the Gm carb intake ect and it made 380/368 and ran very well. We put it into a extream wth only a few issues. The harmonic balanced is a big issue. There is no room for it. A good fan set up is needed as well.

As for the vic jr intaken worth the little extra money to have an outstanding intake set up that will out flow a good ported lt1 intake. And make more power.

 

Those flywheel or rear wheel numbers?

Have even the vaguest of documented information to support the Vic Jr. making more power then the LT1 intake much less doing so on a mild setup like the OP seems to be after?

 

The engine was a lt1 with the lt4 hotcam and GM carb intake, not the vic jr. The numbers were rwhp through a t56. Long tube header with true duels.stock 10 bolt s10 rear end.

Ya the vic jr would be to much for his set up.

 

Any documentation it is better for a aggressive setup even?

Everyone pushes it but I have yet to see it backed up.

 

Well i have seen a stock lt1 get converted to a gmpp carb intake and pick up power, So i would imagine that a Better flowing single plane would also make more power than the stock intake. They were not my cars so i dont have any paper work. Im an FI guy i hate adjusting carbs all the time. There are many diffrent Vic jr to choose from, so yes i do think the vic jr will make more power on the same engine that was FI. I would like to see a comparison between the 2 as well. So im going to make some call and ask my buddy if he still has his papers and i will PM them to you Caprice

 

Single plane manifolds sacrifice low-end for high end power, but if you don't have the capability (valvetrain, heads, gearing, etc.) to spin the needed RPMs then they are a complete waste.