90camaro355rs

is it possible to put a LT1 set up on a 355 with 14.5 ta 1 compression, I have never used fuel injection parts on my hot rods, yet after reading threads on this great site, it has me thinking of a new build I might wanna try out, If it would work thats great if not no biggie, worth asking about, here is the short block 355 2 bolt 1prms eagle crank brc 14.5 ta 1 high dome pistons with 64 cc chambers, eagle rods 630/630 lift solid roller comp cam, comp 818 roller lifters, manley 200ths long pushrods, Now i know I will have to get springs to match cam, those I have on another engine going in my drag car So thats not a issue either. I would use aluminum heads 210 intake runners 205/160 valves. Is this build possible? Like I said if not no biggie, Just thought I would ask, ya'll know more about the fuel injected side than I do, I am old school and like carbs better, just me, thanks in advance for any info offered.

Orr89RocZ

iTrader: (20)

Just the LT1 intake manifold or the heads too?

You can put the LT1 intake on it but it will need bolt holes modded to fit the sbc head pattern and distributor hole cut with flange welded in or epoxied. Hold down clamp as well. Then water jacket nipples for remote mounted thermostat. Wont easily convert to the ecm control tho. Would be better off with tpi style harness and ecm, and tune for that.

If you have the budget i would suggest a single plane efi intake

90camaro355rs

ok thanks just thought I would ask, I can get the factory heads that the intake is on now. I have a spare short block, I was just thinking of doing something different than carbs. Ive never built a fuel injected engine, Thought it was worth looking into.

My original plan was to use the brodix 8 I have with a strip dominator and a 850 holley, I have 2 of those and a blown 350.

I read about all the builds ya'll have done on here and thought I would step out of my comfort zone a bit. Might still try it, Thanks for your input, I really appreciate it. I fi do decide to head that way< im sure to ask more questions. Thanks again

Orr89RocZ

iTrader: (20)

Lt1 heads need alot of modification to work with a sbc. Plus they are 58cc before milling which needs done after you weld the reverse cooling jackets shut. That will bring comp well over 15 to 1 i believe. Thats a lot of comp for even most race gases i think but possibly doable. Alcohol would work well

90camaro355rs

We had a 434 buick headed engine that was 19 ta 1 used 119 race fuel.
Alcohol will also let it run cooler.
I looked into that efi single plane intake, thats not to bad a price considering what all comes with it.

what would be ideal compression ratio to be able to use the LT1 set up, I have an extra set of flat top pistons I can use in this short block, I also have a short block not together looking for an idea for it as well.

I have this problem of building engines then finding cars to put them in.

This build is for my son. I want to surprise him with an engine for his 90 jimmy, He is in the Marines stationed in NC. His truck runs and runs good, his plane is to lift it and put 35's under it. I want him to have more than enough power to turn those tires or burn them off if he wishes to in 4 wheel drive.

DeltaElite121

if we're talking pumpgas, I know LT1's can handle quite a bit of compression without issues. I think once you reach 12.5 or so it can get a little dicey if you don't have things spot on (if I recall correctly). Don't quote me on that, though.. it's been awhile since I've built on any LT1's. Just pay attention to your camshaft profile and dynamic compression ratio and you should be alright.

90camaro355rs

Thanks for your input. Whats the worst that can happen, it blow up. what fun is it if you dont live on the edge anyways!

DeltaElite121

They used to be turds until the aftermarket finally caught up with them.. now they're fantastic budget motors for those that want to go fast. I've always really like LT1's, but the community has really done well making them formidable. Definitely doesn't take much, heh.

Orr89RocZ

iTrader: (20)

Lt1 block is reverse cooled unlike the sbc. Simply putting lt1 intake and heads on sbc doesnt make it a lt1. With that said, 11 to 1 is all the higher i would go with half decent sized cam on 93 pump gas

Its not so much a compression thing with efi and the lt1 intake but more of a flow thing. At your compression and big cam, lt1 intake even mildly ported would become a restriction. I would recommend a good ported single plane to match the heads you end up using. Single plane will support the power better

Now if you had converted the stock lt1 heads over to sbc block and werent porting the heads much, then run the stock lt1 manifold

90camaro355rs

DeltaElite121, Thanks for the info.
Orr89RocZ, Thank you for your input. I might just buy the entire LT1 engine and build it instead.

Orr89RocZ

iTrader: (20)

Does budget allow for a 5.3-6.0 based lsx truck take out? If you are gonna swap for efi might as welll get something more worth while. Much more tuners available for ls1

DeltaElite121

You can get these fairly cheap right now. I'd say if you considered it, you should definitely grab one while they're still dirt cheap. More and more people have been going after them because they're coming to realize you can put a bunch more money into them without paying the "OMG IT'S AN LS1" pricetag. I'd vote either this, or an LQ4/LQ9 setup.

.. I always love a nasty LT1, though. Something about seeing an LT1 lay the beatdown is just addicting. Just my two cents, heh. That, and they just sound damn mean with a nice stick in them.

DIGGLER

iTrader: (1)

trying to get it to 14:1 and then trying to run it at 14:1 is a waste of time in a truck like that, imo. build a standard 11:1-12:1 engine with flat top-ish pistons and call it a day.
sbc heads can be converted to work on the LT1, or you can get LT1 casted aftermarket heads. your cam will need to be for an LT1 since it has the provision for the optispark and cam retainer plate. running an opti/LT1 computer will limit you to 7k rpms. computer cant go above that.
with what you have in mind, i would do a sbc with a single plane efi intake. standard sbc distributor in the rear. you can do a megasquirt or any of the aftermarket efi controllers to run it. going into a truck with big tires, i might try to do a 434 or something like that for the torque.

90camaro355rs

Not that my pockets are deeep but, when it comes to toys is there really ever a real budget. Thanks for the info, you have a very valid point.

90camaro355rs

Yea, I looked them up, there not that bad price wise, it looks to come with everything but injectors, those dont look to be that basly priced either. Thanks for your info as well.

90camaro355rs

This is true, Torque is better in a truck with big tires. My thought was to build an engine I had not built before.

We had a Buick Headed 434 it was a beast.

Thanks for the reply, Maybe I will just build the LT1 with not so much compression, Carb engines I have built. Fuel Injected I dont. Never built one. Tall make me wanna try and see what kind of power I can make doing it

90camaro355rs

Another thought, If I was to build a 377, 388, 390, 421, 427, 434, if I get an EFI set up, what size injectors would I need 36 to 40 lbs.

vetteoz

iTrader: (13)

Iinjector size requirement is related to proposed Hp output which brings into play heads / cam / CR and all the other Hp factors

DIGGLER

iTrader: (1)

basically comes down to how much power you are making. 36-40's would be good for the typical 400rwhp car.

1gary

The LS series engines don't seem to have a off idle torque rating like the Gen ones do.The last engine I built for myself was a 383 where I didn't pay attention to the LS series engines.I was feeling badly that I messed up.Then we did a swap for a customer for a LS engine.I was trying to do research for low end torque on the LS series and everyone was talking about a torque curve starting at say 4,000 RPM.So I said to myself what the hell is going on here??. The LS 4.8,5.3,6.0 all pretty much you can spin to the moon and get good hp ratings and the first two good gas mileage.Then I realized what GM engineers did.It's the engine sizes that got them the gas mileage along with the electronics and power train ratios.That the LS engines are not exempt for the same law of physics of engine size and low end torque.That low and behold GM when backwards in engine sizes to the days of the 267-327-days.That certainly they build a potential high rev'ing/hp engine but in it's best days would be hard pressed to match the low end torque of a 1st gen engine.

In drag racing loosely torque= ET and HP=MPH.

That the aftermarket parts for a LS even after 14 yrs of OEM production is still pretty pricey and if you where to spend the same amount of money on a 1st gen,the 1st gen would likely out shine the LS.

Now on here I know that kind of analysis isn't well accepted.But I do have to consider if it was a slight of hand promotion from GM of the "next best thing" that is playing a role in the LS series popularity??.

BTW-even as a old hot rodder,I do look forward to learning new stuff every day and stay current.Certainly do not live in the back in the days thought pattern.But along with that,it is integrated in my experiences from the past trying to apply that as well.