Got a 434 going into my '94 Z, and since I have a C5 to drive around now, I think I might just get a little more brave and do another swap since I have most of the parts.

I did an LT1 swap to my '86 IROC-Z and so far it went fairly well. I'm thinking now I'm going to pull the 350 in it out and replace the longblock with my 382ci. I want to build a daily drivable torque monster that gets good gas mileage. I'm thinking I will use the 503 cam, accel LT1 base, stock ported plenum and SLP runners and I will transfer them to my stroker. I will get the intake set extrude honed as much as I can. This should make a fairly torquey engine that is plenty reliable at 10.2:1 and gets good mileage as well. I'm going to ditch my hedman LT headers for some SLP 1 3/4 shorties. Running on the LT1 EFI should make a pretty decent difference by going from batch fire to sequential and being able to use the larger MAF.

I have the 350 in there now with a 4L60-E though I have barely been able to even sit in the car since I put the motor in it. I'd rather use a T-56 but I already have 2 T-56 cars and they make a large difference in mileage!

new engine specs:
LT1, 382 ci., 4.00" bore 3.8" stroke
5.7 scat 4340 I beam rods
stock zz383 crank (4340) and pistons (hyper w/metric rings)
cc503 cam
1.6 NSA roller rocker arms
trick flow 1 piece hardened pushrods
early style comp R roller lifters
Comp 987 springs
Lloyd Elliott ported heads, stainless 2.00/1.6 valves
Accel LT1/TPI conversion intake base, extrude honed
SLP siamsed runners, extrude honed
54mm ported LT4 throttlebody
descreened MAF
custom CAI
30# SVO fuel injectors
swap to SLP 1 3/4 shorty headers without AIR
4L60-E with shift kit and +500 RPM torque converter, deep pan

because of the reduction of the cam in relation to the size of the motor but the porting, I wouldnt think it would make more than 350RWHP, but I'm hoping to get close to 450 RWTQ. Because of this I'm considering changing the SLP siamesed runners to some accel runners before porting.

Any comments/suggestions?

 

A descreened MAF is only needed if you're making over 500 rwhp. I've heard the gains are only 3hp or so by taking it off, if you can get it tuned. Its also a bad idea because its hard to tune.

Why not go with a single plane intake? Probably cost...

You might want to put in longtube headers.

Look into the coilpack conversion kits. One guy at camaroz28.com or ls1tech claimed he gained .3 in the quarter but I don't remember his engine setup. The coilpacks would improve gas mileage but I have no idea by how much.

 

To be honest, I would keep the LT1 intake and port it out, you're going to run into the same problems that alot have with the TPI setup, it's good to about 5700 rpm and falls on it's face, I know guys locally running LT1's to 6800 with the LT1 intake (and stock bottom end as well)

Are you going to swap the delteq with it also?

Here's a vid of a local guy with the comp XFI 292 (I'm looking at this cam myself over the 306 I was going to put in it.

http://s16.photobucket.com/albums/b3...t=MOV00261.flv

 

I have a 434 with some dart pro 1's and a single plane going in my '94 so I dont want to build something similar. I'm already considering selling the topend and using the money to switch to an SB2.2 configuration. This engine is based on torque. Daily driver, good mileage, torque. That's it. So I want to keep a LTR style intake, and I might consider going to AS&M or accel longtube runners. I'm not too worried about the 'wall'.


Some people gain quite a bit of torque going with longtubes, some dont. I have hedman LT's in there now and I dont want to go to another 1 5/8 header. I dont feel like experimenting either. It's also harder to fit the exhaust under the car so I'm thinking of just using 1 3/4 shorties or maybe mids and being done with it. It'll add to the daily driver friendliness as well since I wont have to worry about ground clearance issues, or fabbing up a y-pipe.

 

looks like a pretty good setup to me, should make for a fun driver