This summer I will be building a sb396 stroker to go in my new 91z . the only thing I am hung up on is which intake setup i should use. I don't know if i should go with regular tpi setup and custom chip, regular block and Lt1intake, or just go with a striaght Lt1 stroker. this car is drivin 90% of the time on the interstate, and will only see occasional drag time for tuning. i'm looking for mid range to top end power cause i figure that size stroker should give me plenty of low end. I want to know what do you guys think and why.

 

If you already got a 350 (L98) motor in your car, possibly the lowest cost would be to stroke the L98 into a 395 and put the Holley StealthRam on it.

As you said, with 395 cubes, you should have enough bottom end grunt and with the HSR, enough top end power.

BTW: What I biult and GM High Tech is a 395 not 396 (buts whats in 1 cube).

 

I currently have a 305 in but have access to a 350 and an lt1 and the prices are the same. Doc. It looks like you've done what Im planning on doing but i thought that combo would put out more power than that. I'm looking to get 400-450hp and i thought a 395 would be plenty with the right cam and proper tuning.

 

Well, I had it on a chassis dyno at 340 RWHP, which translates to about 425 HP at the flywheel. I am running a MAF sensor. I think think there is maybe 10 to 15 more HP in it for me.

GM High Tech Magnum TPI project pulled 323 RWHP thru a MAF and the stock ECM with a custom chip, with a SuperRam like I have.

Go ahead and use the LT1 intake and run SD not a MAF. With the right tuning you will pull a bit more RWHP than me.

This is a nice project, you should enjoy it. I just smoke the snoot out of my rear tires, its really hard to get them to hook up. Unfortunately, its Winter here and the car is laid up for 3 more months.

 

You already answered your own question. A TPI induction system is hardly a high RPM freindly design. It is made to twist axles, pull stumps, break driveshafts, shatter ring gears, and flatten torque converter stators at low RPM. All the mods we do to TPI systems are to promote flow at higher RPM ranges, since the system needs no help on the low end.

The LT1 lacks a little of that low-end grunt, but your cubes and longer stroke will likely more than offset that loss. A Stealth Ram is basically a clone of the LT1, so the choice is yours as to which you would use.

For me, a 395 LT1 with a PCM that will use a high frequency MAF, SFI, and individual spark timing would make a good power combination and allow maximum fuel economy with the bigger cubes - A little of the best of both worlds. Lacking the PCM, you could still expect decent performance and mileage with a batch-fired ECM and SD system.

 

As usual, Mr. Vader has given a very well thought out response and makes it a difficult to improve on his answer.

If you are running an automatic, one big PLUS of the LT1 PCM is the electronic tranny can also be tuned (as well as the engine). Just make sure to get a 1994 or 1995 PCM (OBD I) setup as they can be cheaply tuned with TunerCat etc. The OBD II setups require LT1 Edit to tune and it's EXPENSIVE.

The big deciding factor will be "cost" between LT1 vs Gen 1 SBC setup. As Vader said, with proper tuning both can attain similar performance and fuel economy. Emission compliance is another matter. Neither the HSR or LT1 intake (on a Gen 1 SBC) are emissions compliant. You CAN fashion an EGR to make it work with a little effort. But, if you need to be CARB compliant, LT1 is really you're only choice.

I also agree with Mr. Vader that with a 395 stroker, you don't need (or even want a TPI intake). You will have one heck of a time getting that puppy to hook up. Great, if you like doing long burnouts. The only "TPI type" intake that I would consider, would be the Superram (which is emissions compliant also).

 

thanks for all yalls help. I do have to pass an emissions sniff test but i think with an EGR and low restriction cat I'll do fine.

Do yall know if anyone on this site does the LT1 intake conversion on a core basis. I don't trust myself with a drill on any engine parts.

 

One of our member, John Millican, has a service that "convers" LT1 intakes. I'm not certain if there is any kind of core or exchange progrma, but you might find that information on his site:

http://www.lt1intake.com/