SAR2K has gone 11.90's at ~112 with a STONE STOCK LONG BLOCK, alot of converter and Hooker LT's.

Another guy around here has gone 11.60's at ~114 with STONE STOCK HEADS and the little 210/224 Crane cam and a good converter.

Mike

 

Is that the limit of the MAF? There is someone one the board with a black 94Z (i think) with a twin turbo 383. He has a dynograph of his car pushing like 980~rwhp. I wonder if he is using something like FAST or what.

 

The MAF max's around 500 rwhp.

Beyond that, you need to give it fuel using the PE tables.

My MAF max's at 5000 rpm.

LJ has run 145 mph in the quarter with the stock PCM.

Mike

 

You just proved my point.

It is a guessing game after 500 rwhp and 7000 rpm.

If you are going to build a trully bad motor only LT1, you stock PCM is going to limit you. A carbed, big headed LT1 with a carb is gonna sing to whatever RPM you want...as long as it is built to handle those stresses.

You can put a aftermarket management system in the equation, but last time I checked no one is giving them away.

And just what are us ODB-II guys supposed to do with Tunercat? Yeah...I'll convert to ODB-I and then have the once in a while working over 3000 rpm tq issue...

LJ is also running low impedence injectors...which alone cost almost $400 bucks not including the price of the injectors.

 

How is it a 'guessing game' to add fuel in the PE tables? It's basically like a speed/density injection set-up once the MAF max's out.

OK, what is a truly baaaaad motor? I think that a 1000 hp motor, like LJ's, is truly baaaaaad and runs off the stock PCM. Are you talking about a non-street-worthy 800 hp NA motor that spins to 9000 rpm? Who wants that anyway when you can have 1000 hp at 6500 rpm and remain streetable with the stock PCM?

Switch to OBD1 and get a TH-350 like I did. I'm sure you weren't keeping that 4L60E with your carburetor and truly baaaad motor, anyway. . .

Mike

 

screw all the haters man!!!! it is your car and u do what u want with it. i think it is cool and am going to do it in my 64 chevelle LT1 swap. let me know when u get some pics up!!!!!

 

I've got a really dumb question: Why are you swapping an LT1 into a '64 Chevelle, then putting a carb on it? Why not stick with old-style stuff? With older SBC stuff, you could use any heads, use any distributor, plus it would bolt in?

Mike

 

The reverse flowing heads would be a key to going with a LT1 combo in an older car.

 

You're kidding, right? He's giving up an infinite choice of cylinder heads, going through alot more expense, not to mention pain in the @ss, to keep the combustion chambers 8 degrees cooler???

You DO realize that LS1's went back to conventional coolant flow, right? I'm sure there was a big power loss with that change. That's why LS1's are so slow, I suppose. Also NASCAR engines. . . stock eliminators. . . competition eliminators. . .or. . . perform poorly with conventional flow cooling.

And besides, who said it was better to keep the heads cooler? The more you cool the combusted gasses, the less power you apply to the piston and crank. The only advantage is suppressed detonation, which really only helps with supercharging or very high compression.

Mike

 

why u ask? b/c i have an LT1 block lying around. i know my way around the LT1 but dont want a FI motor in my chevelle. i want a carbed motor. the LT1 makes great power for what i want. i can get aluminum heads cheap (stock) that flow good. parts are just as cheap. i dont have to mess with a computer or wiring harness, what is such a big hassle about it?

the reverse flow really has nothing to do with my choice to use it. i like that they are aluminum and i can pick them up for around 200-$300. they flow good stock or i can get them lightly ported with a valve job for a few hundred dollars less than what a comparable aftermarket aluminum head is going to run for an older SBC.

 

Wow let's go ahead and bash everyones combo!! It'll be fun:blah:

 

I'd love to see pics of this setup or one like it with details on what was done to address fueling to the carb, distributor, ect. I'd never do this myself but it really is fascinating to see how someone made it work.

 

stock aluminum LT1 heads flow about as good as most regular GM cylinder heads (a little over 200CFM for the most part).

 

Quit talking to people like they are children Engineermike...

You act your the only one who knows anything about these cars...you have not posted one thing that I have not known about, or better yet, half the board...

What would be some benefits of running LT1 heads on a carbed street setup? Your more than welcome to send this guy a check so he does not have to, but he is going to, so what benefits will you inherit for a head that costs so little?

 

Whatever, dude. I directly countered your point about reverse flow cooling. So, I suppose you and half the board already knew you were wrong?!?!?!

Mike