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Engine SwapEverything about swapping an engine into your Third Gen.....be it V6, V8, LTX/LSX, crate engine, etc. Pictures, questions, answers, and work logs.
I'm wierd and have always like the lt1 engine and am finally starting the project. As far as i've seen the hooker comps on my 305 will match up to lt1. Been looking at 383 stroker kits and have settled towards:
Then last question (this is part i've been dreading because i'm not 100% how to match up these parts when looking around. Ie: understanding specs of each.) But looking for a cam if y'all would have ideas on what would be good. Don't need anything crazy. Any help appreciated as i start this endeavor
Last edited by Iroczit; Sep 18, 2023 at 11:51 PM.
Reason: Hyperlink wasnt active
You already have an LT1 that needs to be bored .030 over, or is the kit simply attractive because there's a presumption of less effort to make a combo for a cheap price? Those heads are nice, might be a bit overkill depending on how streetable you want this car to be. You haven't shared any information on what your HP goals or intended use for this engine is, so a camshaft recommendation isn't really possible.
There's a lot of things to consider when doing an LT1 swap in particular. Will you be reusing the optifail or converting to coil on plug? What have you decided on for engine management? If you're dead set on an LT1 setup, I'd be tempted to take a stock running LT1, slap an LT4 hotcam or similar in it with springs, and run it as-is so you can focus on all the other pain points of adapting an LT1 into a car that wasn't designed for it.
You already have an LT1 that needs to be bored .030 over, or is the kit simply attractive because there's a presumption of less effort to make a combo for a cheap price? Those heads are nice, might be a bit overkill depending on how streetable you want this car to be. You haven't shared any information on what your HP goals or intended use for this engine is, so a camshaft recommendation isn't really possible.
There's a lot of things to consider when doing an LT1 swap in particular. Will you be reusing the optifail or converting to coil on plug? What have you decided on for engine management? If you're dead set on an LT1 setup, I'd be tempted to take a stock running LT1, slap an LT4 hotcam or similar in it with springs, and run it as-is so you can focus on all the other pain points of adapting an LT1 into a car that wasn't designed for it.
So i'll try and answer as best as possible to each point made.
Soi1.i am boring out the engine, having had lt1 years ago i loved the sound of it and giving it that stroker has been a goal. Now with thirdgen and wanting to update 305 to omething bigger i get that chance.
2. I wasn't seeing a lot of kits for lt1 and this one was avilble. I was looking at eagle but most were sold out on their website besides the 384 and up stroker kits. If you know a better one i'll take a look for sure.
3. Hp goals of 450+ i dont need anything up there crazy, 500 would be perfect but i am realistic. Car would be weekend driver. Streetable but at same time if i felt like it i could get on it once in a blue moon.
4. I've been looking at optispark from msd and i've heard of a relocation kit for the optispark.
5. Engine management, are you meaning the ecu and such like that?
Any particular reason you want to go with a stroker? Your power goals can be met with the stock displacement. Going the stroker route is fine and dandy, but you're adding significant cost to your project (balancing, crank, rods, etc etc). Adding a small cam with ported stock heads can go a long way and be a fraction of the cost of an all out build. Look into Lloyd Elliot at port works. He can help give you specific guidance on LT1 heads and cam combos. However, the devil is in the details with any of these swaps and you often can't see the forest through the trees. You will encounter obstacles that typically require money to iron out. If you go all out on the motor it could mothball your plans. Komet offers very good advice here. Maybe get everything in and running, and then build up from there.
Any particular reason you want to go with a stroker? Your power goals can be met with the stock displacement. Going the stroker route is fine and dandy, but you're adding significant cost to your project (balancing, crank, rods, etc etc). Adding a small cam with ported stock heads can go a long way and be a fraction of the cost of an all out build. Look into Lloyd Elliot at port works. He can help give you specific guidance on LT1 heads and cam combos. However, the devil is in the details with any of these swaps and you often can't see the forest through the trees. You will encounter obstacles that typically require money to iron out. If you go all out on the motor it could mothball your plans. Komet offers very good advice here. Maybe get everything in and running, and then build up from there.
Would you accept the saying of "no replacement for displacement?" Lol no but just sound and power/torque of 383 vs 350. And i'd like to do all this now and not wanna do it again later if that makes sense.
and yea i'll for sure contact lloyd, any help with this will be greatly appreciated
So i'll try and answer as best as possible to each point made.
Soi1.i am boring out the engine, having had lt1 years ago i loved the sound of it and giving it that stroker has been a goal. Now with thirdgen and wanting to update 305 to omething bigger i get that chance.
2. I wasn't seeing a lot of kits for lt1 and this one was avilble. I was looking at eagle but most were sold out on their website besides the 384 and up stroker kits. If you know a better one i'll take a look for sure.
What I'm trying to say is, if you don't have the core LT1, you don't know what it needs to be bored to (if at all) and .030 could be really wasteful. The LT1 market is interesting in that there are many cores in good condition because many get pulled for LS swaps. I know more cubes is more gooder but specifically in this situation, you could save a lot of money and time by starting with a longblock that's ready to go. Is this your first EFI swap? You should be ready to commit to pulling the motor more than once if necessary. An engine build and an engine swap are two separate adventures, doing one at a time mitigates the risk of one compromising the other.
Originally Posted by Iroczit
3. Hp goals of 450+ i dont need anything up there crazy, 500 would be perfect but i am realistic. Car would be weekend driver. Streetable but at same time if i felt like it i could get on it once in a blue moon.
That's a street car so you want something with decent idle vacuum and midrange power. Look into the LT4 Hot Cam and other similar grinds.
Originally Posted by Iroczit
5. Engine management, are you meaning the ecu and such like that?
Yes, you will need an ECM and engine harness. Grafting a stock one from one car to another is yet another adventure in itself. I'm not sure what's available in the aftermarket for an LT1 but I would imagine your options expand with a coil on plug swap. Keep in mind you're venturing into the territory where the stock 3rd gen drivetrain can't handle the torque so you'll be looking at an upgraded transmission and eventually rear end. Although you might want to do the rear end at the same time as the fuel pump, which you will also have to do.
What I'm trying to say is, if you don't have the core LT1, you don't know what it needs to be bored to (if at all) and .030 could be really wasteful. The LT1 market is interesting in that there are many cores in good condition because many get pulled for LS swaps. I know more cubes is more gooder but specifically in this situation, you could save a lot of money and time by starting with a longblock that's ready to go. Is this your first EFI swap? You should be ready to commit to pulling the motor more than once if necessary. An engine build and an engine swap are two separate adventures, doing one at a time mitigates the risk of one compromising the other.
That's a street car so you want something with decent idle vacuum and midrange power. Look into the LT4 Hot Cam and other similar grinds.
Yes, you will need an ECM and engine harness. Grafting a stock one from one car to another is yet another adventure in itself. I'm not sure what's available in the aftermarket for an LT1 but I would imagine your options expand with a coil on plug swap. Keep in mind you're venturing into the territory where the stock 3rd gen drivetrain can't handle the torque so you'll be looking at an upgraded transmission and eventually rear end. Although you might want to do the rear end at thetime as the fuel pump, which you will also have to do.
Thats actually how i got my core, guy only deals with ls ensgines and he pulled this one. And i thought the whole thing of 383bwas that engine was bored over? Os that not the case? My original idea was just lt4 heads and intake manifold with cam (that i couldnt remember the name of but its one you mentioned) until i got persuaded for the 383
It is my first efi swap yessir
and the plan was to get ecu and wiring harness, and theres a place here in town thats really good with camaro wiring specifically and was gonna take car to them for all that. And yea transmission and rear end i assumed. I've seen how bad that can be when not done properly.
Which is NOT the same as "not a good engine". I DID NOT say that. Don't put that idea into my keyboard. "Good candidate for a swap" requires MUCH MORE THAN just "a good engine". The LT1 was a GREAT engine, in 1992; in 2023, over 30 YEARS LATER, as a swap candidate, ... not so much.
Problems with the LT1 include: there never were all that many of em; it tried to take the computer technology of the time to its absolute limit, leading to VERY difficult troubleshooting when something goes wrong; there's VIRTUALLY NO aftermarket support, and ABSOLUTELY ZERO GM support; it's just overall "fragile", not the bottom end of course, but just the whole overall system; it was discontinued in 1997, which was 26 years ago, which means ANY that you find are, BY DEFINITION, already AN ANTIQUE; and ... OptiSpark.
ANYTHING AND EVERYTHING "Skip White" is Chinese Communist Party CRAP. If there is ANY ONE BRAND in the world to avoid for a high-$$$ project, THAT ONE would be it. I can't think of any way to start your project out in a straight circle directly around the drain than listing THAT as your VERY FIRST to-buy item.
The ONLY reason why the Gen-II SBC Engines were put into production, is because the Gen-III Engines were behind schedule.
They were a Temporary solution for the Corvette, until the LS1 was ready.
The Corvette Div. of GM was like a spoiled little baby that always had to get it's way.
They demanded something with Aluminum heads!
While at the same time the Vortec Truck Head Program was in full effect.
They should have never bothered with the Gen-II Engine Program at all.
They should have just used the Vortec 350 for the "Then Target 350 HP".
GM was a year away from having a Aluminum Copy of the Vortec Head ready... but would have to suffered one year with Iron Heads!!!
Corvette refused to have an Iron Head Engine, no matter what!
OMG!!!
The ONLY reason why the Gen-II SBC Engines were put into production, is because the Gen-III Engines were behind schedule.
They were a Temporary solution for the Corvette, until the LS1 was ready.
The Corvette Div. of GM was like a spoiled little baby that always had to get it's way.
They demanded something with Aluminum heads!
While at the same time the Vortec Truck Head Program was in full effect.
They should have never bothered with the Gen-II Engine Program at all.
They should have just used the Vortec 350 for the "Then Target 350 HP".
GM was a year away from having a Aluminum Copy of the Vortec Head ready... but would have to suffered one year with Iron Heads!!!
Corvette refused to have an Iron Head Engine, no matter what!
OMG!!!
ALL the Vortecs should have had aluminum heads and an aluminum version of the marine intake rather than the spider, but such is life. L31 should have had the LT1s reverse cooling system as well. GM could have used 10.4:1 compression in their trucks and vans and had a big jump in power and efficiency. Never will understand why manufacturers especially GM got away from cooling the heads first. Cooling the heads first is the same as raising the fuels octane a solid 6-8 points. I considered a 396 LT1 into my 97 van and may still swap it to one in the future. I still have a good clean, standard bore 2 bolt main LT1 block and LT4 heads and manifold at the shop.
Trying to price out a build while ignoring the rotating assemblies. Will this work together? And tryin to figure out piston to match if it does. And whether to do .710 or .800 valve lift for heads
Long tube headers, cam + springs, and some port work on the factory heads is all you need to do what you want. I'd focus on keeping the engine mods easy so you have more time for the seemingly never ceasing yet inevitable engine swap setbacks.
Long tube headers, cam + springs, and some port work on the factory heads is all you need to do what you want. I'd focus on keeping the engine mods easy so you have more time for the seemingly never ceasing yet inevitable engine swap setbacks.
issue is whole engine needs rebuilt been sitting and had spun bearings, cracked head. So if imma replace it, might as well upgrade it
ALL the Vortecs should have had aluminum heads and an aluminum version of the marine intake rather than the spider, but such is life. L31 should have had the LT1s reverse cooling system as well. GM could have used 10.4:1 compression in their trucks and vans and had a big jump in power and efficiency. Never will understand why manufacturers especially GM got away from cooling the heads first. Cooling the heads first is the same as raising the fuels octane a solid 6-8 points. I considered a 396 LT1 into my 97 van and may still swap it to one in the future. I still have a good clean, standard bore 2 bolt main LT1 block and LT4 heads and manifold at the shop.
Yes there should have been Vortec Engines that way.
We (GM Power-Train Engineering) had a high output Vortec 350 in Testing before the production engine was released...
It did required 91 - 93 Octane fuel, but it met Emissions and made about 450 HP.
The Only complicated Part of the Engine was an Intake Manifold that changed Runner-Length from Low to High RPM.
Something else Most People do not know, is that Corvette was it's own Division... same as Chevrolet, or Buick, or GMC.
And at times had a higher total budget than an entire Car Line Division (Chevrolet, Buick, GMC, Etc).
GMs Car Line Divisions were given different Budgets and Priority Statuses.
Most Money-Budget/ Highest Importance to lowest in the 1990s:
I am not a fan of the Gen-II SBC Engine Platform, but...
Back in to day, 550 HP N.A. (AFR Heads, GMPP LT4 Manifold, and a Cam) was very common.
With the correct cam, about 10.5:1 Compression and an Inter-cooled Turbo...
You could have an easy 800+ HP with very little Boost.
