4/22/2024 0 Comments 1994 camaro z28 low coolant lightPowertrain Engine:The 396ci small-block is based on a forged Eagle 3.875-inch crank, 6-inch steel H-beam rods, and SRP 12.5:1 flat-top pistons. QA1 adjustable shocks help transfer weight, and a custom torque arm puts the power down. In went a BMR tubular K-member, A-arms, rear trailing arms, and a Panhard rod. Content with the horsepower at his disposal and convinced the engine combo was maxed out, he shifted his attention to suspension setup and reducing the car's 3,417 pounds of mass. Although Ben's original goal was to run 10.50s, that first trip to the track made him realize there's more potential in the package than he anticipated. On its first track outing with the new engine combo, the Camaro went 11.0 at 125 mph. However, that's still not enough to propel a porky fourth-gen into the single-digit realm, and it didn't. The final product from all this scheming is 456 hp and 367 lb-ft on the chassis dyno: about as good as it gets for a naturally aspirated LT1. They have been rubbed on by Meaux Racing Heads (Abbeville, Louisiana) to flow 289 cfm on the intake side and 230 on the exhaust. That put an even greater emphasis on the selection of top-end components, so the cylinder heads of choice were 210cc units from Air Flow Research. Typically, sliding in a big, nasty cam and zinging out the revs can compensate for a shortage of cubes, but there's that rev-challenged stock PCM to deal with, and Ben didn't want to spend the bucks for a stand-alone EFI system. Stuck with the factory block, Ben used splayed four-bolt main caps to make the most of a less-than-ideal foundation for building power. 030-inch overbore with a 3.875-inch stroke. The first compromise was settling on a modest displacement of 396 ci, achieved by combining a. Clearing the aforementioned hurdles required a combination of ingenuity and compromise. But instead of ditching the LT1 like most hard-core F-body enthusiasts, Ben Moore built a car that can handily stomp most LS1s. Suddenly, the view from second place doesn't look so good. With Vortec-style aluminum cylinder heads, poked and stroked LT1s can easily crack 550 hp with factory castings. Instead of relying on the archaic, time-based ignition systems of the day, the LT1's Opti-Spark system used optical sensors to precisely identify the angle of the crankshaft within 1-degree increments, affording individual cylinder timing control and a more aggressive spark curve. Reverse-flow cooling, which routed coolant into the heads before the block, allowed for an astounding 10.4:1 compression ratio on pump gas. Nevertheless, the modern tweaks engineers infused into the old-school Mouse motor to create the LT1 firmly fortified its status as the pinnacle of traditional small-block Chevys. After all, we're comparing the product of mid-'90s engineering to a design that traces its roots back to the mid-'50s. Compared to the LS1, does the LT1 really suck that much? Sufficient evidence certainly exists that suggests so, but that isn't so much a sucker punch to the LT1's ribs as it is a testament to the progress of technology.
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