As it sais, any links and pics are greatly appreciated and needed, mu LT1 took a crap and i wanna install mu 383 GEN I with a carb.


Thanks,
Zane

 

No one got any helpful info?

 

Why not convert your LT1 to a carb? Try here...http://store.summitracing.com/partde...2&autoview=sku

 

Your GEN I block should install the same as an LT1, its the same platform (i.e. same motor mounts, bellhousing bolt pattern, etc). I'm not sure if or how the LT1 accessories would bolt up to the first gen block. The main difference would be the water pump, as LT1 has reverse cooling and first gen does not.

 

Well, i need to see what i have to work with for the distributor in the back, what kind of mods might be able to be done ya know? I think ill mock it up with some parts i got laying around and see what it looks like. I was wanting to see of anyone cut out some cowl/firewall and made some extra room.

 

check the search func as there are cars rockin a gen 1 s-b i no u will need to cut cowl and pull wipers not sure if ya can keep em after but i hear about a msd crab cap may have room thats and u will need a standalone runnin system for the stock a-4 thats all i got good luck wit it

 

Thanks, i am going to see what happens, i will moch it up with my LT1 and use a intake and distributor to see how it might look, wish i has the $$$ for a GEN III motor.

 

Ok, i need as much info on the rear mount distributor as i can get for the vortec desighn, i need to know if it will run the PCM, i seen one guys distributor, i want to use LT1intake.com to do a intake for me, i want my gen1 with the efi so anyone got info please help.

Thanks,
Zane

 

Carb of EFI?????

To use an LT1 PCM for EFI, you need the high and low res signals from the optical module in the Optispark. On a Gen 1 SBC, you would have to find a way to incorporate that feature into the rear-mounted distributor. Might want to consider an aftermarket ECU, that can run on the sync signals from a dual-sync distirbutor, or a cam position sensor installed on the timing cover.

Here's one example of an aftermarket Gen 1 block in a 97 SS, running EFI on a MoTeC M800 PCM, and running 8 LS1-style coils in direct fire...... no distributor.

http://www.injuneer.com/images/photo.../DCP03825a.jpg
http://www.injuneer.com/images/photo.../DCP03862a.jpg

 

Well, i want to do one of three things...

1) Have lt1intake.com do a intake for me, mount the distributor in the back of the engine with the optical setup to retain the EFI...

2) Run a different PCM with whatever distributor i need to and retain the EFI..

3) Just go carb and intake if all else fails.


So far, i might be able to make 1 or 2 work, everything you guys is giving me is helping, it is giving me hope that i might be able to keep the ol girl EFI, keep the ideas and info coming,

Thanks,
Zane

 

Any other suggestions anyone? Think i could go with a TPI PCM and harness with the modded LT1 intake?

 

How different does TPI and LT1 injection run? I will be going to about 6k rpm.

 

If all else fails...intake and carb

 

TPI ECM is a batch fire setup. The LT1 PCM, at least the 94-97 versions are full sequential injection. Neither of them should have a problem running to 6,000rpm. The TPI ECM is a bit simpler, but has the "quad driver modules" that can present a reliability problem. Some TPI's are speed-density, others use the MAF. The Bosch MAF sensor used in the 3rd Gens is a real POS..... limits flow and dies frequently due to the "burn off" cycle used to clean the wires. You can't substitute a 4th Gen GM MAF sensor, because the output is a variable frequency, and the TPI ECM is looking for a variable voltage.

 

From my researching i will need a 90-92 TPI setup because it is best right? Also, is there a MAF for the TPI that will work off another vehicle???