I'm looking to build my first lt1 looking for 500 rwhp .I have a 95 z28 donor car complete with running and driving lt1 and 4l60e rebuilt transmission. I am gonna put it in my 79 z28. I'm going to buy eagle forged stroker probably 383 but I hear you can get up.to 426.is this true. I.am going to keep the injection on it. What intake would you recommend and do you know what headers will fit the 79 z.im keeping the stock aluminum heads for now. Going to port and polish them. Is there a good cam recommendation. Thanks for any info you can give me

 

Assuming that this isn't some BS troll posting and you don't want to go with a supercharger or turbo-charger...…..

1. SBC Headers for a 79 Camaro will work fine.

2. 426ci? yeah...….LMK when you find that recipe for a OEM block LT1.

3. 383ci rotating assembly + ported or aftermarket heads + ported intake + high compression (at least 12:1) + solid roller valvetrain + cam at about 250*/260* + long-tube headers + 3" dual exhaust....and you should be reasonably close.

KW

 

Thanks for the answer. I didn't know if sbC headers would bolt up to the lt1. What intakes are available .I know about the air gap manifold . But would like something better if it's available. I'm getting the motor and trans out of my donor car now .I want a good drivable car. So I'm not sure I want a 12 to 1 car. What other harness or modules fo I need other than ecu.and main engine harness. Thanks for the reply

 

Perhaps you were hoping for an engine more comparable to the high horsepower variant of the 1970-72 LT-1 SBC, not the 2nd generation (1992-97) SBC with reverse cooling and Optispark distributor?

The first isn't constrained by block selection. You can find a large bore capable 1 generation SBC block with or without hydraulic roller provisions. The 2nd generation SBC "LT1" (note the missing - ) only has ever had one casting available (from GM) and its max displacement when bored is mostly agreed to be not much more than 396 inches. A max effort naturally aspirated 92-97 LT1 of this sort is capable of perhaps 570-620 flywheel horsepower. And that would be a car you wouldn't enjoy much on the street, and would require alternate fuels at compression levels above 13:1.

One of the most respectable cars ever on this forum was a 1995 TA that ran high 10s with a 383. The guy that built it and ultimately sold it some years later was top notch. The car was daily drivable and made 455RWHP. His approach was pretty straightforward with Advanced Induction ported factory heads and a custom grind cam, plus supporting mods and proper tuning.

I applaud your desire to retrofit your car with early 90s SEFI, but it presents a few challenges, as I'm sure you're aware. Instrumentation and body side wiring you'll have to figure out, though you can swap in a lot of that if you want to.

 

[QUOTE=KW Baraka;19974890]Assuming that this isn't some BS troll posting and you don't want to go with a supercharger or turbo-charger...…..

1. SBC Headers for a 79 Camaro will work fine.

2. 426ci? yeah...….LMK when you find that recipe for a OEM block LT1.

3. 383ci rotating assembly + ported or aftermarket heads + ported intake + high compression (at least 12:1) + solid roller valvetrain + cam at about 250*/260* + long-tube headers + 3" dual exhaust....and you should be
Do you know if I need adaptors for the motor mounts and trans 4l60e.?? What intakes would you use I only see a few and don't know what works best. And I am thinking of possible turbo or nitrous in the future. I'm going to keep the stock.alum heads and port them

 

[QUOTE=Gojira94;19975178]Perhaps you were hoping for an engine more comparable to the high horsepower variant of the 1970-72 LT-1 SBC, not the 2nd generation (1992-97) SBC with reverse cooling and Optispark distributor?

The first isn't constrained by block selection. You can find a large bore capable 1 generation SBC block with or without hydraulic roller provisions. The 2nd generation SBC "LT1" (note the missing - ) only has ever had one casting available (from GM) and its max displacement when bored is mostly agreed to be not much more than 396 inches. A max effort naturally aspirated 92-97 LT1 of this sort is capable of perhaps 570-620 flywheel horsepower. And that would be a car you wouldn't enjoy much on the street, and would require alternate fuels at compression levels above 13:1.

One of the most respectable cars ever on this forum was a 1995 TA that ran high 10s with a 383. The guy that built it and ultimately sold it some years later was top notch. The car was daily drivable and made 455RWHP. His approach was pretty straightforward with Advanced Induction ported factory heads and a custom grind cam, plus supporting mods and proper tuning.

I applaud your desire to retrofit your car with early 90s SEFI, but it presents a few challenges, as I'm sure you're aware. Instrumentation and body side wiring you'll have to figure out, though you can swap in a lot of that if you want to.

 

I want the fuel injection and easy starting of the lt1 along with the looks. I also like that it is out of a later model z28 I also like the 4l60e and the over drive this combination will make for a great drivable performance car I am even going to keep the ac system intact and convert to 134a .I have installed an lt1 in a 72 elcamino before. So I am familiar with the ecm wiring. I however have not done one with the 4l60e .so I am going to have to figure that out .is there a computer separate for th trans. And do you know if older style sbc.motor mounts will bolt in to the Camaro or will I need an adapter. And if so who sells it

 

Stock intake ported by Advanced Induction
Stock or aftermarket heads ported by Advanced Induction
12+:1 Compression Ratio........if you want close to 500hp at the wheels
Low-lash solid roller valve train.

My '96 Impala is right around 480hp at the wheels with generally this setup.....so it can be done. With a big cam with a lot of overlap, you'll likely need a hydroboost brake booster. You will definitely need LOTS of compression....the LTs have reverse cooling so with the heads getting the coolant before the engine, you can run higher compression. My Impala runs 12.5:1 and I wouldn't hesitate to use it as a daily driver if the situation called for it.

SBC headers will mate to the LT1/4 heads.

LT1/4 block is essentially the same as the Gen-1 SBC to you should be able to use the same engine mounts in the stock location.

4L60E, size wise, is very similar to the Turbo 350 tranny........

KW

 

thanks for the information were is advanced induction location

 

Another option for head porting and custom cam for the gen 2 LT1 is Lloyd Elliott (Elliott Portworks)

Advanced Induction has done some very good H/C packages for the LT1 but are more focused on later model stuff now so check with them on when/if they will do LT1 heads.

You certainly can't go wrong with Lloyd

 

I checked with advanced they are very busy. I will check with Elliott tomorrow thanks

 

All transmission control is in the PCM. GM switched nomenclature from ECM to PCM from 93 to 94. 93 was a 4L60, which was just the good old 700R4 with a new name. 94 introduced computer control of the trans so Engine Control Module became Powertrain Control Module. Line pressure/force motor control, shift solenoids and TC lockup are computer controlled. 94 trans is unique and has no PWM (Pulse Width Modulation) apply strategy for the TCC lockup. That was added in 95, with the corresponding PWM solenoid; extra wire from PCM pin D6 to case connector pin U. Power for the PWM solenoid is provided by the same circuit that feeds/fed solenoids in the 94 design. Your 95 engine harness and PCM have everything you need so no worries there on control of the trans.

That being said, the shift points and speedometer scalars are programmed into the calibration in your 95 PCM, and have a direct relationship with the rear gear ratio. If by some miracle both cars have the same rear gear ratio, nothing needs to be done unless you just want to tweak the factory shift points, which many do. The RPO codes label in the glove box of the donor car will include a code starting with GU_. I believe most 95 auto cars were GU5 (3.23:1). Some were possibly GU4 (3.08:1). TunerPro RT is a free/donor-supported platform for tuning and has everything you need to edit the RPMvsVSS/Shift tables in BIN files. $EEHack is another utility that is awesome, and includes a flashing tool to capture and upload the BIN file in your PCM after editing. You'll need to make adjustments in a couple parameters for the extra distance from exhaust port to O2 sensors ("O2 relocation") with the headers to get accurate fueling using factory narrow band sensors. Innovate LC-2 is a very nice wideband that can supplement your fuel trim tuning, especially at WOT. Since you've done the El Camino you may already be aware of most of this, just throwing it out there.