RE:LT1 4th Gen VS L98 3rd Gen
10-07-2003, 08:19 AM
#16
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Join Date: Mar 2001
Location: Costa Mesa, CA
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Originally posted by 90rocz
As far as whose superior, Stock vs Stock....forget the lies! Everyone "in the know" knows the L98's numbers were sandbagged....who knows all the reasons why, who cares. But I've owned and raced mine in BONE stock condition for a while, and I can honestly say,"I was NEVER beaten by any of the 20-some-odd LT1's that raced me, NEVER!
Superior???I think only in techknology, not in performance; as PCM, programmable transmission are concerned. Problamatic "reverse cooling", Poor styling, lets face it they're just Blah....
As far as whose superior, Stock vs Stock....forget the lies! Everyone "in the know" knows the L98's numbers were sandbagged....who knows all the reasons why, who cares. But I've owned and raced mine in BONE stock condition for a while, and I can honestly say,"I was NEVER beaten by any of the 20-some-odd LT1's that raced me, NEVER!
Superior???I think only in techknology, not in performance; as PCM, programmable transmission are concerned. Problamatic "reverse cooling", Poor styling, lets face it they're just Blah....
Could you post a link or something that will show me this, I have never heard it before. Also how is reverse flow cooling "problematic"? I think it's one of the major advantages of the LT1. It keeps the heads cooler, allows for aggressive timing advance and fights off detonation better than the standard cooling system. Or maybe the reverse flow cooling system is just as "problematic" as L98s are underrated!!
I did like the styling of thirdgens better, but the fourthgen styling grew on me. How about this- My fourth gen
As far as handling, the thirdgen might handle better, I don't know. I also don't know how handling got brought into this seeing as how we are talking about motor to motor, straight line times. I would argue though, that the third and fourth gens need some serious help suspension and chassis wise to compete nowadays. At the very least subframes, and springs/shocks are needed to be competitive. I'm talking about new vettes, 350Zs and such for handling.
10-07-2003, 08:38 AM
#17
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Join Date: Apr 1999
Location: Diamondhead, MS
Posts: 467
Originally posted by 90rocz
RobsWS6,
Nice car! But I find you're account of EFI class "Bolt-on" times Extremely hard to believe, unless they were bolting on 150Hp+ shots of Nitrous! I've been Racing a little for a good many years...If I saw an LS1 hit 11.6 with just simple "bolt ons" I'd sell my car tomorrow!...
What constitutes "bolt-ons" there???
RobsWS6,
Nice car! But I find you're account of EFI class "Bolt-on" times Extremely hard to believe, unless they were bolting on 150Hp+ shots of Nitrous! I've been Racing a little for a good many years...If I saw an LS1 hit 11.6 with just simple "bolt ons" I'd sell my car tomorrow!...
What constitutes "bolt-ons" there???
LS1's are just freaks! I had the HOT cam and all the bolt ons for my WS6. Thought it ran good at 12.4. But a couple of bolt ons and I was getting passed from the LS1 crew.
Dollar per dollar, the TTA is about on par with the LS1. Doesn't take much to make either one fast
10-07-2003, 08:45 AM
#18
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Join Date: Apr 1999
Location: Diamondhead, MS
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Problems for the LT1: intake oil leak at back of manifold, opti spark if it gets wet.
Hardly a problematic engine. As for reverse cooling, as stated above, it keeps the heads cooler. Over a full point in compression and lots of timing.
L98's were definitely not sandbagged. Best I've personally seen run was back in '88. My buddy had a 87 350 IROC and it ran 14.3. Another bud had a 88 350 IROC and ran 14.2. 90% or better LT1's run that. These are stock vs. stock. Most L98's were mid to high 14 second cars. That's a fact! LT1's were high 13, low 14 second cars. That's a fact! LS1's are high 12, low 13 second cars. That's a fact!
I've seen it time and time again. Show me one L98 car that ran 13 second times bone stock. There isn't one.
TPI was a great engine when it came out. But things evolve and get better. Even if its sentimental, you have to admit to reality that the newer engines are better.
Hardly a problematic engine. As for reverse cooling, as stated above, it keeps the heads cooler. Over a full point in compression and lots of timing.
L98's were definitely not sandbagged. Best I've personally seen run was back in '88. My buddy had a 87 350 IROC and it ran 14.3. Another bud had a 88 350 IROC and ran 14.2. 90% or better LT1's run that. These are stock vs. stock. Most L98's were mid to high 14 second cars. That's a fact! LT1's were high 13, low 14 second cars. That's a fact! LS1's are high 12, low 13 second cars. That's a fact!
I've seen it time and time again. Show me one L98 car that ran 13 second times bone stock. There isn't one.
TPI was a great engine when it came out. But things evolve and get better. Even if its sentimental, you have to admit to reality that the newer engines are better.
10-07-2003, 09:24 AM
#19
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Originally posted by RobsWS6
Problems for the LT1: intake oil leak at back of manifold, opti spark if it gets wet.
Hardly a problematic engine. As for reverse cooling, as stated above, it keeps the heads cooler. Over a full point in compression and lots of timing.
L98's were definitely not sandbagged. Best I've personally seen run was back in '88. My buddy had a 87 350 IROC and it ran 14.3. Another bud had a 88 350 IROC and ran 14.2. 90% or better LT1's run that. These are stock vs. stock. Most L98's were mid to high 14 second cars. That's a fact! LT1's were high 13, low 14 second cars. That's a fact! LS1's are high 12, low 13 second cars. That's a fact!
I've seen it time and time again. Show me one L98 car that ran 13 second times bone stock. There isn't one.
TPI was a great engine when it came out. But things evolve and get better. Even if its sentimental, you have to admit to reality that the newer engines are better.
Problems for the LT1: intake oil leak at back of manifold, opti spark if it gets wet.
Hardly a problematic engine. As for reverse cooling, as stated above, it keeps the heads cooler. Over a full point in compression and lots of timing.
L98's were definitely not sandbagged. Best I've personally seen run was back in '88. My buddy had a 87 350 IROC and it ran 14.3. Another bud had a 88 350 IROC and ran 14.2. 90% or better LT1's run that. These are stock vs. stock. Most L98's were mid to high 14 second cars. That's a fact! LT1's were high 13, low 14 second cars. That's a fact! LS1's are high 12, low 13 second cars. That's a fact!
I've seen it time and time again. Show me one L98 car that ran 13 second times bone stock. There isn't one.
TPI was a great engine when it came out. But things evolve and get better. Even if its sentimental, you have to admit to reality that the newer engines are better.
10-07-2003, 08:56 PM
#20
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Originally posted by BigCasino87GTA
Perfect post, let's stop this argument right here. At the end of the day we're all F-Bodies, so let's move on with our lives.
Perfect post, let's stop this argument right here. At the end of the day we're all F-Bodies, so let's move on with our lives.
And BTW, for the guy who asked about BOLT-ON LS1's running 11's, as I stated in the last thread, go over to LS1tech.com and you'll find *plenty* of them over there.
Or go over to MFBA.org(my local F-body board here in northern IL) and ask about them...Your average BOLT-ON automatic LS1 set-up to run mid to high 11's at a good track in good weather consist of this:
Lid, maybe LS6 intake, cat-back/cutout/true duals, ASP pulley, headers(no cats), gears, custom tuning, some weight reduction(at least a little), slicks(sometimes skinnies), and usually a 4000+ stall converter although I've seen some do it with a low 3000 'verter.
Peace,
Mike
2002 M6 Z28
!CAGS, Direct-Flo lid, MAFT, & GMMG cat-back
325 RWHP & 346 RWTQ (SAE corrected @ Speed Inc)
10-08-2003, 12:13 AM
#21
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Join Date: Jul 2001
Location: Alliance,OH USA
Posts: 22
What I will agree with is that a fourth gen can not touch a third gen Z or irocZ in handling. I own both generations and can Gaurantee you that my 87 z28 will KILL the T/A in the corners.
Can i ask you this then. How come my 88 formula l98, with all options, 16X8's, handling package, all options, cant outhandle either of the 4th gens i have (had). Now if someone has a 1LE Iroc here, i can believe it will outhandle a standard 4th gen, but there are 4th gen 1Le's as well. Now factor in that the 4th gens have rack and pinion steering, and the ss and ws6 have 17X9 or 9.5 inch wheels, let alone handeling packages that came on some of them from SLP, along with the firehawk too. Maybe i am wrong, but i will tell you this my t/a or my old 95z literally chews up my formula in the turns.
Can i ask you this then. How come my 88 formula l98, with all options, 16X8's, handling package, all options, cant outhandle either of the 4th gens i have (had). Now if someone has a 1LE Iroc here, i can believe it will outhandle a standard 4th gen, but there are 4th gen 1Le's as well. Now factor in that the 4th gens have rack and pinion steering, and the ss and ws6 have 17X9 or 9.5 inch wheels, let alone handeling packages that came on some of them from SLP, along with the firehawk too. Maybe i am wrong, but i will tell you this my t/a or my old 95z literally chews up my formula in the turns.
10-08-2003, 12:58 AM
#22
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Location: Springfield,OH. U.S.A.
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Show me just 1 BONE STOCK Lt1, that runs 13, there isn't any either!
BONE STOCK, means just as it rolled off of the assembly line. Stock tires, spare in place and all.....
Ive seen BONE STOCK LS1's struggle to break into the 13's.....
Dude, I'm 36 years old, I was driving them back then. We NEVER had trouble with the 5.0crowd WHAT-SO-EVER!Sure they picked off some sick ones, and a few 4&6cyl versions and built a rep on it....
Dude, I ran a 14.29 TOTALLY BONE STOCK, and if I had felt the need to prove something I KNOW I could've dropped a tenth or two.
And If I added a 4000!stall converter, ultra low gears, headers, pulleys, intake etc etc...I would be looking at the 12's myself!!!
Intakes BTW "touch oil".....
All Praise the Mighty LT1
I don't know what I was thinking.....
BONE STOCK, means just as it rolled off of the assembly line. Stock tires, spare in place and all.....
Ive seen BONE STOCK LS1's struggle to break into the 13's.....
Dude, I'm 36 years old, I was driving them back then. We NEVER had trouble with the 5.0crowd WHAT-SO-EVER!Sure they picked off some sick ones, and a few 4&6cyl versions and built a rep on it....
Dude, I ran a 14.29 TOTALLY BONE STOCK, and if I had felt the need to prove something I KNOW I could've dropped a tenth or two.
And If I added a 4000!stall converter, ultra low gears, headers, pulleys, intake etc etc...I would be looking at the 12's myself!!!
Intakes BTW "touch oil".....
All Praise the Mighty LT1
I don't know what I was thinking.....
10-08-2003, 08:44 AM
#23
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Join Date: Apr 1999
Location: Diamondhead, MS
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Fastest stock LT1 I have ever seen was back in '95. '93 Pace Car went 13.6. It was an automatic also. That car was incredibly fast for being bone stock, down to the paper filter. But there are plenty that went high 13's.
My 96 WS6 ran 13.50 with a K&N and thermostat. I'm sure that wasn't worth half a second.
If you see LS1's struggling to get into the 13's then its driver related or you live in high elevation.
Intake is not a bolt on, I didn't say it was. 01 and 02 cars came with the LS6 intake. Also why those cars are faster than previous years. Bolt on cars in the 11's, very true.
I didn't have any problems with the 5.0 crowd also. Either with my 84 Z28 or 87 GN. I didn't have any problems with IROCs either. Even my 92 Spirit R/T didn't have too many problems with IROCs or 5.0s.
I've been around also. I was there in the thick of things and still am. Just because you can't accept things are better than the 80's or early 90's, that's your hang up.
If you added those mods to a TPI, it would be a 1/8 mile car. No way would a TPI run through the 1/4 with a 4000 stall and gears.
My 96 WS6 ran 13.50 with a K&N and thermostat. I'm sure that wasn't worth half a second.
If you see LS1's struggling to get into the 13's then its driver related or you live in high elevation.
Intake is not a bolt on, I didn't say it was. 01 and 02 cars came with the LS6 intake. Also why those cars are faster than previous years. Bolt on cars in the 11's, very true.
I didn't have any problems with the 5.0 crowd also. Either with my 84 Z28 or 87 GN. I didn't have any problems with IROCs either. Even my 92 Spirit R/T didn't have too many problems with IROCs or 5.0s.
I've been around also. I was there in the thick of things and still am. Just because you can't accept things are better than the 80's or early 90's, that's your hang up.
If you added those mods to a TPI, it would be a 1/8 mile car. No way would a TPI run through the 1/4 with a 4000 stall and gears.
10-08-2003, 10:31 AM
#24
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Rob, One of my VERY good friends "owned" (past tense)a '98 LS1 TA with an A4. We raced from a dead stop to roughly 120. I pulled about 3/4 of a car length from 0-50 and he didn't catch me until aprox 75-80mph. At the 120 mark his rear bumper was even with my front bumper. I had the original "long-block" in my car, NO stall converter then, and 3.23 gears. It doesn't take a whole lot of skill to mash the gas pedal into the floormat......
And, I NEVER said things didn't improve since the '80's, that's crazy...I said Stock for BONE Stock the LT1 isn't much faster than my 90 Iroc was, if any. I've seen "Stick-shift LT1's hit 13's with Drag Radials...that's not BONE STOCK tho...I've seen Stick shift LS1's hit high 12's but also with some sort of drag tire. Maybe my tracks just suck???don't know...I race my cousin in his Black '95 Z from time-to-time, he's getting faster ,but he was when stock and I still had my stock long-block, I was killing him!
I'm just saying, everything I'm seeing here doesn't back up what a few of you are saying about LT1's. No hang-ups about the '80's what-so-ever!
Where are all of these stock 13 sec LT1's at??I've raced at 3 local Dragstrips for years and I just have never seen them.....Maybe it is the elevation, I don't know...I don't ever see them.
But like I said, My 13.96 was still with the OLD factory long-block, valvetrain and all. I had 3-7*knock retard, floating valves and an ailing fuel pump.
After I fixed the valve springs, and fuel pump I was pulling right up to 5900-6000, with my ported TPI...Maybe I've got a freak, or people just give up on TPI's too easily....???
BTW I've had the pleasure of racing a '92 R/T turbo Spirit, it gave as good a run as a 5.0L Mustang down low, but still came up short. I've also owned 2 turbo Cryslers, an '85 Lazer XE that could spin tires thru 1st and 2nd chirping into 3rd. And an '86 Lancer turbo. I modded both and the Lazer was fun to drive, except for throwing an ocasssional half-shaft. I've also owned a 12sec '67 Firebird 400, and a 13sec '81 Cutlass 403. And my near future plans include an high 11sec '86-'87 GN. I work on and modd my buddy's '86GN, and we now have it up to 385HP 510lbft of torque!They're AWSOME...other than the suspension sucks....
I can't wait to hit the streets and strips this spring, my motor is still out of the car right now, But if all goes as planned you'll see me showing up at some of the events next year with my "TPI" IN TACT!!!
And, I NEVER said things didn't improve since the '80's, that's crazy...I said Stock for BONE Stock the LT1 isn't much faster than my 90 Iroc was, if any. I've seen "Stick-shift LT1's hit 13's with Drag Radials...that's not BONE STOCK tho...I've seen Stick shift LS1's hit high 12's but also with some sort of drag tire. Maybe my tracks just suck???don't know...I race my cousin in his Black '95 Z from time-to-time, he's getting faster ,but he was when stock and I still had my stock long-block, I was killing him!
I'm just saying, everything I'm seeing here doesn't back up what a few of you are saying about LT1's. No hang-ups about the '80's what-so-ever!
Where are all of these stock 13 sec LT1's at??I've raced at 3 local Dragstrips for years and I just have never seen them.....Maybe it is the elevation, I don't know...I don't ever see them.
But like I said, My 13.96 was still with the OLD factory long-block, valvetrain and all. I had 3-7*knock retard, floating valves and an ailing fuel pump.
After I fixed the valve springs, and fuel pump I was pulling right up to 5900-6000, with my ported TPI...Maybe I've got a freak, or people just give up on TPI's too easily....???
BTW I've had the pleasure of racing a '92 R/T turbo Spirit, it gave as good a run as a 5.0L Mustang down low, but still came up short. I've also owned 2 turbo Cryslers, an '85 Lazer XE that could spin tires thru 1st and 2nd chirping into 3rd. And an '86 Lancer turbo. I modded both and the Lazer was fun to drive, except for throwing an ocasssional half-shaft. I've also owned a 12sec '67 Firebird 400, and a 13sec '81 Cutlass 403. And my near future plans include an high 11sec '86-'87 GN. I work on and modd my buddy's '86GN, and we now have it up to 385HP 510lbft of torque!They're AWSOME...other than the suspension sucks....
I can't wait to hit the streets and strips this spring, my motor is still out of the car right now, But if all goes as planned you'll see me showing up at some of the events next year with my "TPI" IN TACT!!!
10-08-2003, 10:58 AM
#25
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Join Date: Apr 1999
Location: Diamondhead, MS
Posts: 467
I guess we have good tracks in Maryland You don't need drag radials to run those numbers around here. Heck, even when I installed 4.10 gears I was still running GSC's. 1.87 isn't too shabby for a 6spd car.
The first time I took the TTA to the track was on Firestone Firehawks and ran 1.88-1.92 in 5 passes. That's when it was stock with just a chip, thermostat, and cat pipe. Ran 5 straight 13.0's.
GN and TTA's are easy to make fast. I ran a 12.15 with the stock turbo, intercooler, injectors, down pipe, cat back, etc.
Now I'm running a PT51, 50# injectors, THDP, SLP cat back, 3200 Vig and Nittos. 11.61 so far. But MPH was down 5 mph this last time out. Running too rich. Lean is mean!
Anyway, just hit some of the 4th gen message boards. You'll see that it isn't just here that they run good but all over the country. Texas seems to have the most populated fast cars But it has been proven time and time again what the LT1 and LS1 cars can run.
Unless its a big conspiracy
You don't need drag radials to run those numbers around here. Heck, even when I installed 4.10 gears I was still running GSC's. 1.87 isn't too shabby for a 6spd car.The first time I took the TTA to the track was on Firestone Firehawks and ran 1.88-1.92 in 5 passes. That's when it was stock with just a chip, thermostat, and cat pipe. Ran 5 straight 13.0's.
GN and TTA's are easy to make fast. I ran a 12.15 with the stock turbo, intercooler, injectors, down pipe, cat back, etc.
Now I'm running a PT51, 50# injectors, THDP, SLP cat back, 3200 Vig and Nittos. 11.61 so far. But MPH was down 5 mph this last time out. Running too rich. Lean is mean!
Anyway, just hit some of the 4th gen message boards. You'll see that it isn't just here that they run good but all over the country. Texas seems to have the most populated fast cars
But it has been proven time and time again what the LT1 and LS1 cars can run.Unless its a big conspiracy
10-08-2003, 10:06 PM
#26
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Location: At car shows and cruise nights!
Posts: 3,647
Originally posted by Blownyellow
While I definetly agree with you that the lt1's rip off better quarter mile times, some people are mis-lead by the light to light performance of a TPI versus lt1. I rarely see an LT1 take out a TPI car stock for stock on downtown street.
What I will agree with is that a fourth gen can not touch a third gen Z or irocZ in handling. I own both generations and can Gaurantee you that my 87 z28 will KILL the T/A in the corners.
A good handling Iroc is more suited to comparison to a 2000 corvette than a fourth gen f-body.
While I definetly agree with you that the lt1's rip off better quarter mile times, some people are mis-lead by the light to light performance of a TPI versus lt1. I rarely see an LT1 take out a TPI car stock for stock on downtown street.
What I will agree with is that a fourth gen can not touch a third gen Z or irocZ in handling. I own both generations and can Gaurantee you that my 87 z28 will KILL the T/A in the corners.
A good handling Iroc is more suited to comparison to a 2000 corvette than a fourth gen f-body.
10-09-2003, 12:58 AM
#27
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Join Date: Feb 1999
Location: Springfield,OH. U.S.A.
Posts: 2,947
My buddy's looking at the 52 turbo, for now he's got the stock with the improved housing. We're still fighting "knock" and He had the opposite problem as you, he was too lean. Turns out the chip burner sent him a chip for 32#ers and he has the 40's.
Now it seems a little fat on the low end but still the knock!??
He has :a total rebuild(Buick specialized)65mmTb, 9"K&N,polished inlet pipe, Granitelli 4" MAF, MM MAF extender, the large intake, remote boost controller, custom chip(MM,RC),THDP,stock turbo, stock ported IC, redone heads w/big valves, Poston cam?specs,FM dual exhaust and all the usual. Once the knock is under control he should top 400HP easily...Nothing like being able to break the tires loose at 50mph!!
Enough quibbling about 3 or 4 tenths, I know the LT1 responds better to mods and is easier to mod, he!! I'd love to hook up a programmer and gain 20-30HP and change the shift points of my car...
But the TPI is a missunderstood, harder to tune underdog with TONS of potential. And I've loved them every since a really cool salesman took me for a test "ride", b/c they wouldn't let just anybody drive one then(1986). And at the time I couldn't afford the lofty $19K price tag. It was like your favorite NASCAR car was now for sale!!!They were LOW, tight wound, cornered like a train, and had enough torque to put a big smile on your face!!!
You really don't see a lot of quicker TPI cars for a number of reasons, which I've fixed on mine.
The major one was traction, the brutal low end torque of the TunedPort worked with the poor rear geometry and flex, it just pulled the rear of the car down and the rear tires up and everything goes up in smoke...or hopps all over the road.
Weak valve springs and weak fuel pumps are other issues, older processing techniques and materials from the cheapest suppliers didn't make for long lived quality. When I first ran mine it quit pulling around 4800rpm a little past half track.....
People just don't really understand how to get in there and properly set up the :Idle, tps, timing etc, not as easy as pulling out a Power Programmer...
Does that make the car a boat anchor??I don't think so...
Porting of the TPI intake is a MUST. The T/B air dams have to go first, then a good gasket match revealed some of mine were WAY off!
Fuel pressure and volume are everything to a TPI car. Dropping fuel pressure from large current draws, like big thumper stereo's, drop voltage at the pump and 10% is lost for every 1 volt dropped.
Cooling was another issue, fans don't come on unitl 210*-215* with a small tight engine compartment must be fixed by using a low temp switch(on early models)or chip(later models)and a low temp T-stat. Loss of the Radiator Air Dam meant temp didn't come down much while in motion, as they should.
Knock retard, some from oil bypassing the valve seals and burning. Some from the "Leaning Out" under load, from poor set up or weak fuel pump
Most can be corrrected Free or Cheap, if people get and read a manual, and take time to understand it. I've read everything I can get my hands on about my car, I always learn something new!...
Didn't Optispark have a problem of killing rotors over 6000rpm???besides the Optical pick up drawing moisture. And if you changed to the vented cap, it was my understaniding you had to switch the whole front housing...?And the earlier models couldn't remove the cap, right??And servicable location...hmm...Does the car, firing up so quickly, (1.5sec compared to my 4sec)allow good enough oil priming.?
I know more than I let on sometimes.....
I guess I'm like the guy on this board says, "3rd Gen for Life"...
One good thing came from this post for me tho, I was debating on buying a Stealth Ram or remaining TPI, I think I'm going to see just how far a TPI can really go.
Now it seems a little fat on the low end but still the knock!??
He has :a total rebuild(Buick specialized)65mmTb, 9"K&N,polished inlet pipe, Granitelli 4" MAF, MM MAF extender, the large intake, remote boost controller, custom chip(MM,RC),THDP,stock turbo, stock ported IC, redone heads w/big valves, Poston cam?specs,FM dual exhaust and all the usual. Once the knock is under control he should top 400HP easily...Nothing like being able to break the tires loose at 50mph!!
Enough quibbling about 3 or 4 tenths, I know the LT1 responds better to mods and is easier to mod, he!! I'd love to hook up a programmer and gain 20-30HP and change the shift points of my car...
But the TPI is a missunderstood, harder to tune underdog with TONS of potential. And I've loved them every since a really cool salesman took me for a test "ride", b/c they wouldn't let just anybody drive one then(1986). And at the time I couldn't afford the lofty $19K price tag. It was like your favorite NASCAR car was now for sale!!!They were LOW, tight wound, cornered like a train, and had enough torque to put a big smile on your face!!!
You really don't see a lot of quicker TPI cars for a number of reasons, which I've fixed on mine.
The major one was traction, the brutal low end torque of the TunedPort worked with the poor rear geometry and flex, it just pulled the rear of the car down and the rear tires up and everything goes up in smoke...or hopps all over the road.
Weak valve springs and weak fuel pumps are other issues, older processing techniques and materials from the cheapest suppliers didn't make for long lived quality. When I first ran mine it quit pulling around 4800rpm a little past half track.....
People just don't really understand how to get in there and properly set up the :Idle, tps, timing etc, not as easy as pulling out a Power Programmer...
Does that make the car a boat anchor??I don't think so...
Porting of the TPI intake is a MUST. The T/B air dams have to go first, then a good gasket match revealed some of mine were WAY off!
Fuel pressure and volume are everything to a TPI car. Dropping fuel pressure from large current draws, like big thumper stereo's, drop voltage at the pump and 10% is lost for every 1 volt dropped.
Cooling was another issue, fans don't come on unitl 210*-215* with a small tight engine compartment must be fixed by using a low temp switch(on early models)or chip(later models)and a low temp T-stat. Loss of the Radiator Air Dam meant temp didn't come down much while in motion, as they should.
Knock retard, some from oil bypassing the valve seals and burning. Some from the "Leaning Out" under load, from poor set up or weak fuel pump
Most can be corrrected Free or Cheap, if people get and read a manual, and take time to understand it. I've read everything I can get my hands on about my car, I always learn something new!...
Didn't Optispark have a problem of killing rotors over 6000rpm???besides the Optical pick up drawing moisture. And if you changed to the vented cap, it was my understaniding you had to switch the whole front housing...?And the earlier models couldn't remove the cap, right??And servicable location...hmm...Does the car, firing up so quickly, (1.5sec compared to my 4sec)allow good enough oil priming.?
I know more than I let on sometimes.....
I guess I'm like the guy on this board says, "3rd Gen for Life"...
One good thing came from this post for me tho, I was debating on buying a Stealth Ram or remaining TPI, I think I'm going to see just how far a TPI can really go.
10-09-2003, 09:09 AM
#28
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Join Date: Apr 1999
Location: Diamondhead, MS
Posts: 467
Knock is death to a turbo buick. That's why I sneek up on the boost. I'm at 23# now. Chip was designed for 25#. I'm slowly getting there. I'm just glad I can launch again
Know a lot about TPI also. Working with my buddies IROC's. We did all the stuff like that. The 88 ended up going 12.4 but that was a couple years later and several transmissions also.
TPI's are small block chevy's and pretty much anybody can make them run. The intake is the limiting factor. I really like the LT1 intake on them. Really wakes up another 1000-1500 rpm to play with for not much money.
As for the opti, 92-94 weren't vented and are expensive. And yes, if you switch to a vented opti you have change the front. That's why most switch when doing cam changes. The "cap and rotor" can be replaced as it wears out just like any other. The optical pickup gets the BPOD(blue powder of death) if it gets moisture inside. I never had a problem with mine.
Know a lot about TPI also. Working with my buddies IROC's. We did all the stuff like that. The 88 ended up going 12.4 but that was a couple years later and several transmissions also.
TPI's are small block chevy's and pretty much anybody can make them run. The intake is the limiting factor. I really like the LT1 intake on them. Really wakes up another 1000-1500 rpm to play with for not much money.
As for the opti, 92-94 weren't vented and are expensive. And yes, if you switch to a vented opti you have change the front. That's why most switch when doing cam changes. The "cap and rotor" can be replaced as it wears out just like any other. The optical pickup gets the BPOD(blue powder of death) if it gets moisture inside. I never had a problem with mine.
10-09-2003, 01:35 PM
#29
Registered User
Join Date: Sep 2003
Location: Yerington, NV
Posts: 72
Car-Stats.com Report for 1991 Chevrolet Camaro Z28
Obtained from Web August, 2000
0-60: 5.7
Transmission: Unknown
1/4 Mile: 13.8
Is there any chance that these are true numbers? If you go to the site, it seems like every single other 0-60 and 1/4 time is credible. And yes, that's stock.
Obtained from Web August, 2000
0-60: 5.7
Transmission: Unknown
1/4 Mile: 13.8
Is there any chance that these are true numbers? If you go to the site, it seems like every single other 0-60 and 1/4 time is credible. And yes, that's stock.