If you keep away from nitrous plates and plumb direct in the manifold you can fit this type of induction under a f-body hood as you see. But if you ditch the factory ecm for fast or accel then you make the swap easier by not needing the "duct" for the MAF.

The other thing that required tweeking was the Injector balance tables, we ended up with left and right values set the same unlike the "scattered" values the general had to use to get the fuel right!
I always wondered why the tables were set the way they were but straping on a singleplane showed why they were doing what they did

 

Good info.

I've got another way to setup the N2O system, that I think will work really well.

Trying to get this all to work with the factory ECU is the point here, even though I don't like it other guys do.

Bret

 

Gonna do the maf like a early efi system did???
inserting into air flow path???
Ummmm intersting and I even thought about this if I'm reading between the lines?

 

I have been wanting to do this conversion for some time now. Your setup is pretty sweet. I actually have a Cutler EFI system sitting next to me for a big block but it looks very similar. Are you using the factory computer with this conversion?

 

Yes I am and thanks for the comp

 

Very nice Pics, Info, and Results Jeff. A great majority of the board has been looking high and low for a basis or foundation from somone who has made it work.

Have you had any trouble with the TPS or IAC working with the Stock PCM with that style throttle body?

 

IAC used on the aftermarket TB's is early GM type, the differance is the plastic connector. pins a thru d on LT1 go to pins A thru D on early...no differance.
The TPS was minor a to a , b to c , c to b. The first letter being the LT1 pinout to the reverse rotation type of TPS on the Throttle body.
Running with a Factory ecm is unknown to the TB and works flawless

 

Couple more questions, are you using the factory wiring harness for the injectors? Also, what kind of modifications did you have to make to the intake manifold to get it to bolt up to the lt1 heads?

This might be something worth doing now that it is proved to work

Thanks!

 

I welded [tig] up the bolt patten in the LT1 heads and used a fel-pro # 1206 intake gasket as a pattern to layout the early patern on the head then drilled 90 degrees to the surface of the intake mounting surface on the head. Tapped with 3/8 and done.
Very easy at this point then there was the measuring of the port height miss match due to milled heads and zero decked block. That had to be resolved by having the intake flanges milled one half of the port height differance off off each side then .060 off the fore and aft ends of the intake bottom.
...easy said but any good shop can do this for under $150

 

Jeff: Did you consider going with an elbow and a forward facing TB?

http://www.wilsonmanifolds.com/itm00023.htm

Why did you choose to go with the 4bbl style?

btw...Nice fabwork on the molded plastic intake.
Ryan

 

Stock unit won't flow near 780cfm. Thats more like+ a 52mm throttle body Your probably getting over 500 cfm more than a stock 48mm

-Shannon

 

Jeff good to see your back!

BTW Jeff runs a Stock PCM(as mentioned) and a 4L60E

Bret would you mind If I e-mailed you some Questions on My build up. Some things mentioned here have perked Questions I am having in the cam department.

Jeff shoot me a call if you can later this week

 

No problem. Shoot me an e-mail @ bret@bauer-racing.com

Bret

 

Jeff, I think I read right that the first intake setup you had fit under the stock hood?

 

Joe overton w/ the worlds fastest N/A FBODY, 9.80& 135+ our of a 388 w/23* heads i beleive? anyway he uses this same setup. 4bbl with accel dfi

http://hometown.aol.com/one94ta2try/...age/index.html