LT1 to 350 FI?
#1
LT1 to 350 FI?
I was wondering what are the differences between the LT1 and the 350. I have a built 350 and would like to put it in a Camaro.
Will the LT1 Intake bolt up?
Will the pulley system bolt up?
Can I use the 350 Pulley System?
Are the engine block bolt patterns and mounts the same?
Will the LT1 Intake bolt up?
Will the pulley system bolt up?
Can I use the 350 Pulley System?
Are the engine block bolt patterns and mounts the same?
#2
I was wondering what are the differences between the LT1 and the 350. I have a built 350 and would like to put it in a Camaro.
Will the LT1 Intake bolt up?
Will the pulley system bolt up?
Can I use the 350 Pulley System?
Are the engine block bolt patterns and mounts the same?
Will the LT1 Intake bolt up?
Will the pulley system bolt up?
Can I use the 350 Pulley System?
Are the engine block bolt patterns and mounts the same?
#3
Are you trying to run a carb, or keep the OEM fuel injection and PCM. The PCM will not function without the Opti low resolution pulse pattern. I've heard of people putting the optical sensor in a conventional distributor, but not sure how its done.
The LT1 intake would have to be "converted" to work with Gen 1 SBC heads. Two of the bolt holes have to be relocated, the "seat" angle for the bolts needs to be changed, and you have to add coolant passages to each side. Then if you want to switch to a distributor, you have to drill the hole in the back of the LT1 intake and put a base ring in for the correct distributor height. There is an outfit that does the LT1->Gen 1 SBC intake conversion.
The LT1 intake would have to be "converted" to work with Gen 1 SBC heads. Two of the bolt holes have to be relocated, the "seat" angle for the bolts needs to be changed, and you have to add coolant passages to each side. Then if you want to switch to a distributor, you have to drill the hole in the back of the LT1 intake and put a base ring in for the correct distributor height. There is an outfit that does the LT1->Gen 1 SBC intake conversion.
#4
Fuel Injection
Yes, I would like to keep the fuel injection.
I also have the means to fabricate my own intake manifold so that is not a problem. It's just getting the ignition setup that I am really concerned about.
I really don't know anything about the fuel injection ignition system or what the parts look like and how they function.
I also have the means to fabricate my own intake manifold so that is not a problem. It's just getting the ignition setup that I am really concerned about.
I really don't know anything about the fuel injection ignition system or what the parts look like and how they function.
#6
Yes, I would like to keep the fuel injection.
I also have the means to fabricate my own intake manifold so that is not a problem. It's just getting the ignition setup that I am really concerned about.
I really don't know anything about the fuel injection ignition system or what the parts look like and how they function.
I also have the means to fabricate my own intake manifold so that is not a problem. It's just getting the ignition setup that I am really concerned about.
I really don't know anything about the fuel injection ignition system or what the parts look like and how they function.
The alternative would be to use an aftermarket computer to run the fuel injection and ignition. Here's a Gen 1 SBC (Dart Iron Eagle block) in a 97 SS. The injection and ignition are run off a MoTeC M880 ECU. You are looking at about $5,000 for the MoTeC alone. But then it was pushing out 1,350HP, so there was a "return on investment" for the expense....
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