Funny craigslist
Yeah I asked him several different questions, and if it does supposedly have what he says it has, he got fk'd over and is highly pissed about it still hence his very ignorant responses. Like when some people try to say 94-96 Impala SS have Corvette motors in them prime example.
[QUOTE=jaysan;12382314]I thought they did have a corvette engine ? do they not have the LT1 ? some one enlighten me please [/QUOTE
Yes they have an LT1 but its not the motor that came in the vettes, different heads, and some internals if Im not mistaken. There have been many threads about this.
Heres one that I found
A retuned LT1 5.7-liter (350 cu in) small-block V8 was standard on the Impala SS, making 260 horsepower (190 kW) and 330 pound-feet (450 N·m) of torque (retuned from the prototype's 300 horsepower (220 kW) rating).
The primary difference between the LT1 in the Impala and the LT1 that was in the Corvette and Camaro was that the Impala engine was fitted with cast-iron cylinder heads instead of aluminum ones, and a camshaft that was designed more for low-end torque than high-end horsepower.
Another difference was that the Impala LT1 had 2 bolt main bearing caps while the Corvette LT1 had 4 bolt main bearing caps. There were a few different versions of the LT1. All feature a cast iron block, with aluminum heads in the Y and F bodies, and cast iron heads in the B and D bodies. Corvette blocks had four-bolt main caps, while most other blocks were two-bolt main caps.
The 92-93 LT1s used speed density fuel management, batch-fire fuel injection and a dedicated engine control module (ECM). In 94 the LT1 switched to a mass airflow sensor and sequential port injection. A new, more capable computer controlled the transmission as well as the engine and got a new name: powertrain control module (PCM). Where the ECM held its calibration information in a replaceable chip, the PCM was reprogrammable through the diagnostic port.
The early Opti-spark distributor had durability problems and a revised version was introduced on the 1994 B-Bodies and in 1995 on the Y and F-Bodies. 1996 saw major revisions for OBD-II - a second catalytic converter on the F-body cars and rear oxygen sensors to monitor catalyst efficiency. Some OBD-II features had been added to the Corvette starting in 1994 for testing purposes.[citation needed] The 1997 model year Camaro and Firebird were the last year for this engine in a GM production car.
The 1992 LT1 in the Y-body was factory rated at 300 hp (220 kW) and 330 lb·ft (447 N·m). 96 LT1 Y-bodies were rated at 300 hp (220 kW) and 340 lb·ft (461 N·m). The 93-95 F-bodies were rated at 275 horsepower (205 kW) and 325 lb·ft (441 N·m), while the 96-97 cars were rated at 285 horsepower (213 kW) and 335 lb·ft (454 N·m). The 96-97 WS6 and SS F-bodies were rated at 305 hp (227 kW). The 94-96 B and D-body version was rated at 260 horsepower (190 kW) and 330 lb·ft (447 N·m).
[/QUOTEYes they have an LT1 but its not the motor that came in the vettes, different heads, and some internals if Im not mistaken. There have been many threads about this.
Heres one that I found
A retuned LT1 5.7-liter (350 cu in) small-block V8 was standard on the Impala SS, making 260 horsepower (190 kW) and 330 pound-feet (450 N·m) of torque (retuned from the prototype's 300 horsepower (220 kW) rating).
The primary difference between the LT1 in the Impala and the LT1 that was in the Corvette and Camaro was that the Impala engine was fitted with cast-iron cylinder heads instead of aluminum ones, and a camshaft that was designed more for low-end torque than high-end horsepower.
Another difference was that the Impala LT1 had 2 bolt main bearing caps while the Corvette LT1 had 4 bolt main bearing caps. There were a few different versions of the LT1. All feature a cast iron block, with aluminum heads in the Y and F bodies, and cast iron heads in the B and D bodies. Corvette blocks had four-bolt main caps, while most other blocks were two-bolt main caps.
The 92-93 LT1s used speed density fuel management, batch-fire fuel injection and a dedicated engine control module (ECM). In 94 the LT1 switched to a mass airflow sensor and sequential port injection. A new, more capable computer controlled the transmission as well as the engine and got a new name: powertrain control module (PCM). Where the ECM held its calibration information in a replaceable chip, the PCM was reprogrammable through the diagnostic port.
The early Opti-spark distributor had durability problems and a revised version was introduced on the 1994 B-Bodies and in 1995 on the Y and F-Bodies. 1996 saw major revisions for OBD-II - a second catalytic converter on the F-body cars and rear oxygen sensors to monitor catalyst efficiency. Some OBD-II features had been added to the Corvette starting in 1994 for testing purposes.[citation needed] The 1997 model year Camaro and Firebird were the last year for this engine in a GM production car.
The 1992 LT1 in the Y-body was factory rated at 300 hp (220 kW) and 330 lb·ft (447 N·m). 96 LT1 Y-bodies were rated at 300 hp (220 kW) and 340 lb·ft (461 N·m). The 93-95 F-bodies were rated at 275 horsepower (205 kW) and 325 lb·ft (441 N·m), while the 96-97 cars were rated at 285 horsepower (213 kW) and 335 lb·ft (454 N·m). The 96-97 WS6 and SS F-bodies were rated at 305 hp (227 kW). The 94-96 B and D-body version was rated at 260 horsepower (190 kW) and 330 lb·ft (447 N·m).
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Man, talk about bringing a thread back from the dead. Lol.
I remember talking to that guy, and he kept trying to tell me how it was a special project car that GM used when they were experimenting with the LS2 and only 10 were ever made. He said that in a few years, it will be worth over $100k. Lmao. That guy was a tool.
