96CELT4

Found the following while doing a Google search on rebuilding an lt4.

http://www.slowrider-racing.org/engines.txt


And just incase the link dies, here is the content. Hope this is allowed.

Paul Barros
________________________________________ ______________________
________________________________________ ______________________


Planning to build yourself that monster LT1/LT4 motor next
week? Might want to check out these old notes Slowrider found
on his hard drive the other day...

Compression Height (Probably the hardest info of all to find)
-------------------------------------------------------------

To calculate the piston Compression Height, use the following formula:

Block Height (LT1/LT4 = 9.025") minus 1/2 the crank stroke (which is
3.480 for the LT1/LT4), minus the rod length (which is 5.7" for the
LT1/LT4), minus the deck clearance (amount piston is "in the hole"
which is apx 0.017" for the LT1/LT4).

For example, a stock 5.7L/350ci Chevy engine (including LT1/LT4 engines)
with a stock 3.480 stroke, stock length 5.700 rod, standard .017 deck
clearance and standard 9.025 block height would be:

3.480 stroke divided by 2 = 1.740

9.025 - 1.740 - 5.700 - .017 = Compression Height of 1.568.

For a 392ci engine these numbers should work...

Block Height (if decked .015") = 9.010"
1/2 Crank stroke = 1.9375
Rod Length = 5.875" or 6.000" (depends on the piston dish allowances)
Deck clearance = .002"

9.010 - 1.9375 - 6.000 - .002 = Compression Height of 1.0705 (w/6.000" rod)
9.010 - 1.9375 - 5.875 - .002 = Compression Height of 1.1955 (w/5.875" rod)

Head Casting Numbers LT1/LT4
----------------------------

10207643 is most common LT1 apparently
10128374 similar to 643
12551561 perhaps better flowing LT1 (closer to LT4)
but less material to port supposedly

xxxxx287 LT4
xxxxx690 LT4
xxxxx902 LT4
xxxxx843 LT4


Basic Engine Specs
------------------

350ci = 349.848ci actual w/4.000" bore and 3.480" stroke (stock LT1)
5.700" rods & 3.999" dia pistons w/4.000" rings & 0.3" land
Compression ratio: 10.5:1 w/56cc chamber & 0.049" gasket

355ci = 355.115ci actual w/4.030" bore and 3.480" stroke
5.700" rods & 4.029" dia pistons w/4.030" rings & 0.3" land
Compression ratio: 10.9:1 w/54cc chamber & 0.049" gasket
Compression ratio: 10.8:1 w/55cc chamber & 0.049" gasket
Compression ratio: 10.6:1 w/56cc chamber & 0.049" gasket

357ci = 356.880ci actual w/4.040" bore and 3.480" stroke
5.700" rods & 4.039" dia pistons w/4.040" rings & 0.3" land
Compression ratio: 11.0:1 w/54cc chamber & 0.049" gasket
Compression ratio: 10.8:1 w/55cc chamber & 0.049" gasket
Compression ratio: 10.7:1 w/56cc chamber & 0.049" gasket

360ci = 360.422ci actual w/4.060" bore and 3.480" stroke
5.700" rods & 4.059" dia pistons w/4.060" rings & 0.3" land
Compression ratio: 11.1:1 w/54cc chamber & 0.049" gasket
Compression ratio: 10.9:1 w/55cc chamber & 0.049" gasket
Compression ratio: 10.8:1 w/56cc chamber & 0.049" gasket

377ci = 376.991ci actual w/4.000" bore and 3.750" stroke
5.700" rods & 3.999" dia pistons w/4.000" rings & 0.3" land or
6.000" rods & 3.999" dia pistons w/4.000" rings & 0.3" land
Compression ratio: 11.5:1 w/54cc chamber & 0.049" gasket
Compression ratio: 11.4:1 w/55cc chamber & 0.049" gasket
Compression ratio: 11.2:1 w/56cc chamber & 0.049" gasket
Compression ratio: 11.1:1 w/57cc chamber & 0.049" gasket

383ci = 382.667ci actual w/4.030" bore and 3.750" stroke
5.700" rods & 4.029" dia pistons w/4.030" rings & 0.3" land or
6.000" rods & 4.029" dia pistons w/4.030" rings & 0.3" land
Compression ratio: 11.7:1 w/54cc chamber & 0.049" gasket
Compression ratio: 11.5:1 w/55cc chamber & 0.049" gasket
Compression ratio: 11.4:1 w/56cc chamber & 0.049" gasket
Compression ratio: 11.3:1 w/57cc chamber & 0.049" gasket
Compression ratio: 11.1:1 w/58cc chamber & 0.049" gasket

Note: My motor with -16cc dished pistons, 0.039" gasket
and 56cc chamber should be about 9.8:1 to 10.2:1 CR

385ci = 384.569ci actual w/4.040" bore and 3.750" stroke
5.700" rods & 4.039" dia pistons w/4.040" rings & 0.3" land or
6.000" rods & 4.039" dia pistons w/4.040" rings & 0.3" land
Compression ratio: 11.7:1 w/54cc chamber & 0.049" gasket
Compression ratio: 11.6:1 w/55cc chamber & 0.049" gasket
Compression ratio: 11.4:1 w/56cc chamber & 0.049" gasket
Compression ratio: 11.3:1 w/57cc chamber & 0.049" gasket
Compression ratio: 11.2:1 w/58cc chamber & 0.049" gasket

388ci = 388.386ci actual w/4.060" bore and 3.750" stroke
5.700" rods & 4.059" dia pistons w/4.060" rings & 0.3" land or
6.000" rods & 4.059" dia pistons w/4.060" rings & 0.3" land
Compression ratio: 11.8:1 w/54cc chamber & 0.049" gasket
Compression ratio: 11.7:1 w/55cc chamber & 0.049" gasket
Compression ratio: 11.5:1 w/56cc chamber & 0.049" gasket
Compression ratio: 11.4:1 w/57cc chamber & 0.049" gasket
Compression ratio: 11.3:1 w/58cc chamber & 0.049" gasket

390ci = 389.577ci actual w/4.000" bore and 3.875" stroke
5.700" rods & 3.999" dia pistons w/4.000" rings & 0.3" land or
6.000" rods & 3.999" dia pistons w/4.000" rings & 0.3" land
Compression ratio: 11.9:1 w/54cc chamber & 0.049" gasket
Compression ratio: 11.8:1 w/55cc chamber & 0.049" gasket
Compression ratio: 11.6:1 w/56cc chamber & 0.049" gasket
Compression ratio: 11.5:1 w/57cc chamber & 0.049" gasket
Compression ratio: 11.4:1 w/58cc chamber & 0.049" gasket

395ci = 395.423ci actual w/4.030" bore and 3.875" stroke
(396) 5.700" rods & 4.029" dia pistons w/4.030" rings & 0.3" land or
6.000" rods & 4.029" dia pistons w/4.030" rings & 0.3" land
Compression ratio: 12.0:1 w/54cc chamber & 0.049" gasket
Compression ratio: 11.9:1 w/55cc chamber & 0.049" gasket
Compression ratio: 11.7:1 w/56cc chamber & 0.049" gasket
Compression ratio: 11.6:1 w/57cc chamber & 0.049" gasket
Compression ratio: 11.5:1 w/58cc chamber & 0.049" gasket

397ci = 397.388ci actual w/4.040" bore and 3.875" stroke
5.700" rods & 4.039" dia pistons w/4.040" rings & 0.3" land or
6.000" rods & 4.039" dia pistons w/4.040" rings & 0.3" land
Compression ratio: 12.1:1 w/54cc chamber & 0.049" gasket
Compression ratio: 11.9:1 w/55cc chamber & 0.049" gasket
Compression ratio: 11.8:1 w/56cc chamber & 0.049" gasket
Compression ratio: 11.6:1 w/57cc chamber & 0.049" gasket
Compression ratio: 11.5:1 w/58cc chamber & 0.049" gasket

401ci = 401.332ci actual w/4.060" bore and 3.875" stroke
5.700" rods & 4.059" dia pistons w/4.060" rings & 0.3" land or
6.000" rods & 4.059" dia pistons w/4.060" rings & 0.3" land
Compression ratio: 12.2:1 w/54cc chamber & 0.049" gasket
Compression ratio: 12.0:1 w/55cc chamber & 0.049" gasket
Compression ratio: 11.9:1 w/56cc chamber & 0.049" gasket
Compression ratio: 11.8:1 w/57cc chamber & 0.049" gasket
Compression ratio: 11.6:1 w/58cc chamber & 0.049" gasket

423ci = 423.026ci actual w/4.040" bore and 4.125" stroke Pounder crank
6.000" rods & 4.039" dia .030" dished pistons w/ short skirts,
4.040" rings & 0.3" land
Compression ratio: 12.1:1 w/58.5cc chamber & 0.049" gasket

1993-1997 LT1 Service Manual Engine Assembly Specs
--------------------------------------------------

Per the GM manual the stock bearing specs are a little strange, but perhaps
that explains why the oil pressure is better in an engine before it gets
reamed out by some builder who has no clue how to blue print an LT1 engine?

Crank Main Journal Dia
#1 62.189 to 62.212 mm (2.4484 to 2.4493")
#2 62.182 to 62.205 mm (2.4481 to 2.4490")
#3 same as #2
#4 same as #2
#5 62.177 to 62.120 mm (2.4481 to 2.4488")
Out of round Max
Prod 0.005 (0.0002")
Service 0.025 mm (0.0010")

Crank Bearing Clearances
#1 0.020 to 0.051 mm (0.0008 to 0.0020")
#2 0.028 to 0.051 mm (0.0011 to 0.0020")
#3 same as #2
#4 same as #2
#5 0.043 to 0.081 mm (0.0017 to 0.0032")

Crank Assembly End Play 0.03 to 0.17 mm (0.001 to 0.007")

Connecting Rod Journals Dia
53.068 to 53.334 mm (2.0893 to 2.0998")
Out of round Max
Prod 0.013 (0.0005")
Service 0.025 mm (0.0010")

Rod Bearing Clearance
Prod 0.033 to 0.088 mm (0.0013 to 0.0035")
Service 0.076 mm (0.0030") Max

Rod side clearance 0.16 to 0.35 mm (0.006 to 0.014")

-----

Per a Blue Printing book I have...

Rod bearing clearance .0020 to .0025"
Side clearance .010 to .020"

Main Bearing .0020 to .0030" clearance
.005 to .007" end play

-----

Other TQ specs you might need...

Balancer bolts - 85 Nm, 63 lb ft
Balancer hub bolt - 100 Nm, 74 lb ft
Cam retainer screws - 12 Nm, 105 lb in (8.75 lb ft)
Cam sprocket bolts - 25 Nm, 18 lb ft
Coil bolt - 40 Nm; 30 lb ft
Coolant bleed pipe bolt - 40 Nm, 30 lb ft
Crank bearing cap bolt - 88 Nm, 63 lb ft
Cyl head bolts - 88 Nm, 65 lb ft
Distr/OPTI bolt - 12 Nm, 106 lb in (8.8 lb ft)
Eng mount bolts - 80 to 95 Nm; 60 to 70 lb ft
Eng mount to frame - 58 Nm; 43 lb ft
Eng pulley bracket bolt - 58 Nm, 43 lb ft
Flywheel bolt - 100 Nm; 74 lb ft
Front cover bolt - 11 Nm, 100 lb in (8.3 lb ft)
Fuel rail bolt - 10 Nm 90 lb in (7.5 lb ft)
Generator bracket bolt - 40 Nm; 30 lb ft
Intake manifold bolt (pass one) - 8 Nm; 71 lb in (6 lb ft)
Intake manifold bolt (pass two) - 48 Nm; 35 lb ft
Knock sensor - 20 Nm; 15 lb ft
Lifter retainer bolts - 25 Nm; 18 lb ft
Oil cooler adapter bolt - 25 Nm; 18 lb ft
Oil cooler bolt - 33 Nm; 24 lb ft
Oil cooler hose bracket nut - 17 Nm; 13 lb ft
Oil filer adapter bolt - 23 Nm; 17 lb ft
Oil level sensor - 22 Nm; 16 lb ft
Oil pan corner bolts - 20 Nm; 15 lb ft
Oil pan side bolts - 12 Nm, 106 lb in (8.8 lb ft)
Oil pres sender - 12 Nm; 105 lb in (8.75 lb ft)
Oil pump cover bolt - 9 Nm; 80 lb in (6.7 lb ft)
Oil pump DS bolt - 18 Nm; 13 lb ft
Oil pump to bearing cap bolt - 90 Nm; 66 lb ft
Rear main seal housing nut and bolt - 15 Nm, 11 lb ft
Rocker stud - 68 Nm; 50 lb ft
Rod nuts - 27 Nm ,20 lb ft + 55 deg turn
Spark plugs - 15 Nm; 11 lb ft
Starter motor bolts - 47 Nm; 35 lb ft
TB bolts - 25 Nm; 18 lb ft
Valve cover bolts - 12 Nm, 106 lb in (8.8 lb ft)
Water pump bolts - 41 Nm; 30 lb ft
Water pump DS bearing retainer bolts - 12 Nm, 106 lb in (8.8 lb ft)

How To Compute Compression Ratio 101
------------------------------------

To correctly compute your new motor's compression ratio you will need
to have some conversion information and some understandable formulas.
And you'll need to have a couple geometry equations as they relate
to the volume of a cylinder, etc. Plus, you are going to have to
figure out the volume of your combustion chambers in your heads, etc.
in cubic centimeters (the standard unit of measure for such things).

First some definitions of the basic variables involved...

1 inch = 1/12 x 1ft
where "in" stands for inch
1ci = 1in x 1in x 1in
where "ci" stands for cubic inch
1 centimeter = apx 0.39375in
where "cm" stands for centimeter
1cc = 1cm x 1cm x 1cm = 0.39375in x 0.39375in x 0.39375in = apx 0.061025 ci
where "cc" stands for cubic centimeter

There are apx 16.387cc in 1ci (1 / 0.061025)

Top Dead Center = TDC
This is where the piston is at the top of each stroke
or cycle within the engine bore.

Bottom Dead Center = BDC
This is where the piston is at the bottom of each
stroke or cycle within the engine bore

Stroke (or Height) = S S = 3.875 for 396 stroke
This is the crank stroke length or distance (in a 350ci
motor it is 3.48in and in a 383ci motor it is 3.75in
usually and will depend on whatever crank you are using)

Diameter = D D = 4.010 for 392
This is the cylinder diameter or longest distance across
the cylinder bore circle

Radius = R = D / 2 R = 2.005 for 392

Swept Volume = SV
This is the volume of the cylinder defined by the piston
top face plane between TDC and BDC and may be expressed as
SV = pi x R^2 x S SV = pi x 2.005^2 x 3.875 = 48.9384639 ci
for 392
NOTE: The volume of a cylinder is normally written as
V = pi x R^2 x H where pi = apx 3.1416 (a constant)

NOTE: SV = 43.731072ci in a 350 motor (349.848ci actual) and SV = 48.9384639 / 0.061025 = 801.94123561 cc
SV = 47.833510725ci in a 383 motor (382.668ci actual)
and these values convert to 716.62108cc in a 350 motor
and 783.84774cc in a 383 motor

Clearance Volume = CV
This is the volume of the space created inside the so call CV = 81.830738 cc will yield a CR of 10.8:1 via...
"combustion chamber" space when the piston is at TDC and is
generally the area created between the piston top plane 10.8 = (801.94123561 + CV) / CV
face minus any piston crown volume, plus any piston dish 10.8 * CV = 801.94123561 + CV
volume, valve relief volume, excess cylinder wall height 10.8 * CV - 1 * CV = 801.94123561
above the piston top, the minor area above the seal ring top 9.8 * CV = 801.94123561
surface and between the piston wall and cylinder wall, the CV = 801.94123561 / 9.8
gasket seal area and the head chamber area (all of which are CV = 81.830738
difficult at best to measure or obtain but which can usually
be estimated fairly closely) Combustion Chamber (CCH) will be...
CV - (18.25 cc dish/reliefs) - (gasket volume area) - 1 cc ring vol
Compression Ratio = CR = (SV + CV) / CV
This is the ratio of the volume of the space created when Gasket ave diameter = 4.135 in
the piston is at BDC (SV + CV), and which is filled by the Gasket height = 0.039 in
intake air-fuel mixture, to the volume of the space created Gasket Volume (GV) = pi x (4.135 / 2)^2 x .039
when the piston is at TDC (CV), and the intake air-fuel GV = .523728 ci
mixture is then ready to ignite GV = .523728 / 0.061025
GV = 8.582182 cc
NOTE: It is possible to solve this equation for one unknown
variable if you know the other two such that you can CCH = 81.830738 - 18 - 8.582182 - 1
find CV = SV / (CR - 1) if you know CR and SV... for CCH = 54.25 cc (I'll shoot for 54cc heads)
example CV = 716.62108cc / ((10.5 / 1) - 1) = 75.4338cc
Per Bowling & Grippo Automotive Calc
NOTE: Another way to think of this might be to take a typical * Cylinder head Volume (CC) = 54.00
stock 350 LT1 motor, with a known compression ratio # Piston Top Volume (CC) = 18.00
of apx 10.5:1 and with 56cc combustion chambers in its # Cylinder Bore (Inches) = 4.0
stock LT1 heads, it stands to reason that its CV = # Cylinder Stroke (Inches) = 3.88
716.62108cc / 9.5... that is its CR = (9.5 + 1) / 1 # Deck Height (Inches) = 0.000
so, by deduction, its SV is a magnitude of 9.5 greater * Head Gasket Thickness (Inches) = 0.040
than its CV (as in 9.5 / 1 = 716.62108cc / CV) which, # Computed Compression Ratio is 11.0 to 1
when solved for CV, yields CV = 75.4338cc... of which
19.4338cc is the remaining part of the combustion volume
NOT in the combustion chamber area of the LT1 heads...

Hydraulic Roller Camshafts
--------------------------

Camshaft design is one of the most important factors to
consider when building your EFI engine. To help you
make the right decision, LPE has designed several
camshaft profiles to maximize the power potential of
your EFI engine for use with stock LT1 intake manifolds.
Some of these camshafts are not compatible with stock
computer programs and will require (HPP+?) software changes.
All of the hydraulic roller cams are produced from a
hardened steel core with a unique pressed on cast iron
distributor gear. This eliminates the need for a special
bronze distributor gear which must be replaced frequently
due to the soft material. Camshafts will produce a good
idle at 750 RPM unless marked otherwise. Hydraulic roller
cams may be used with the stock hydraulic roller lifters
after careful inspection for wear. Some late model
applications require a longer drive pin #10214485.

Summit duration to powerband rpm range estimate:

206-220 1500-4500 rpm
221-230 2000-5500 rpm
231-234 2500-6000 rpm
234-238 3000-6500 rpm
239-244 3500-7000 rpm
245-255 4000-7000 rpm

Hydraulic Roller Camshafts @ LPE

Engine/RPM Induction Dur @.050" Lift w/ 1.5 Lift w/ 1.6 Sep Cam
SBC 305-383 LT1 211/219 .499"/.525" .533"/.560" 112 74211 $314.95
????-????
SBC 305-420 LT1 213/219 .462"/.471" .493"/.502" 112 74216 $314.95
????-????

Comp Cams LT-1 hydraulic roller camshaft @ IRS

SBC 305-383 LT1 210/220 .500"/.510" 114 07-304-8 $239.95
2000-5500
SBC 305-383 LT1 220/230 .510"/.510" 114 07-305-8 $219.95 +?
2500-6000
SBC 305-383 LT1 230/244 .510"/.540" 112 07-306-8 $219.95 +
2500-6500

Comp Cams LT1 Xtreme Energy Cams @ IRS

SBC 305-383 LT1 224/230 .503"/.510" 112 224-230-12 $239.95 +?
1900-5600
SBC 305-383 LT1 230/236 .510"/.521" 112 230-236-12 $239.95 ++
2200-5800
SBC 305-383 LT1 236/242 .521"/.540" 112 236-242-12 $239.95
2500-6000

GTP 421 Comp Cam @ ???

SBC 305-383 LT1 220/234 .510"/.510" (sm base cir) 114 ??-???-?? $???.?? ++
????-????

GM Performance Parts camshafts @ IRS

5.7L HO 350 ZZ3 Cam 208/221 .474"/.510" 112 10185071 $209.99
????-????
LT-4 Hot Cam 218/228 .525"/.525" 112 24502586 $209.99 +?
????-????
5.7L Off-road use 214/224 .488"/.509" 112 12370845 $254.99
????-????
5.7L Off-road use 222/230 .509"/.528"? 112 12370846 $254.99 +?
????-????
5.7L Off-road use 232/242 .539"/.558"? 112 12370847 $254.99 ++
????-????

PCM Reprogramming Sources
-------------------------
Ed Write through IRS $500+
PCMdoc@surfree.com
Jones Electronic Technologies (JET)
Mad Man Racing, Houston, TX
TPIS 612-448-6021 $575
Atlanta Chassis Dyno 770-623-9789
TTS Power Systems 310-669-8101
The Turbo Shop 310-669-8101
Pro Auto Tech http://www.proautotech.com/
PCM Programming $525.00 Sale Price $495.00
Located in FL (verify not Jim Famato???)
Hypertech 1-800-532-3351 $210 (Not customized per each cam)
Z-Industries custom computer chip
Lingenfelter
Shalin Patel - Custom Computer Tuning $350?
via evan@lt1.net
IRS 1-888-469-7223 (Jamie)
$500 to send the ECM to FL (couple weeks)

http://www.tecinfo.com/~rsguy2/page2.htm

scott rowe <scottrowe95z@yahoo.com>
has Motorsports Tech Inc ECM with CC306

---------------------------

Comp Cams Help 1-800-999-0853 or
Scott Vincent 1-800-365-9145 x568 (or Mark ???)

GM High Tech Performance
www.gmhitechperformance.com

---------------------------

Extra PCM for Reprogramming

Beltsville Auto Recycling, MD
$75 + $10 shipping.
Martin 301-937-7333.

---------------------------

LT1 Edit/PCM Links:

http://www.lt1.net/editor/Lt1edit.htm
http://www.tecinfo.com/~rsguy2/page2.htm
http://www.tir.com/~steveher/lt4.html
http://www.io.com/~jme/z28/
http://www.fbody.com/wayne

LPE = Lingenfelter
IRS = Internet Racing Supply
THR = Thunder Racing

350/355/360
------------

Clevite 77 bearings
Hand port intake manifold
58mm throttle body (52mm optional)

Terminator Series Stage I Ported LT1 Cylinder Heads @ IRS

Each pair of Stage I ported LT1 cylinder heads are
disassembled cleaned and inspected for defects. They
then receive a complete pocket port and bowl clean-up,
both intake and exhaust port openings are gasket
matched to ensure a smooth transition from the
manifold to the cylinder head. A multi-angle competition
valve job is next with a back-cut on the valves. Each
cylinder head is then resurfaced to ensure a good
gasket seal between the head and block. Heads include...

Manley stainless steel Race-Flow valves - 1.94" intake x 1.50" exhaust
GM dual valvesprings
Valve spring retainers (double check titanium)
(no studs?)
(no guide plates?)
Spring seats
Valve seals
Locks

IRS-ST1LT1H $899.00 (w/exchange)

CNC Ported Cylinder Heads Package @ THR
---------------------------------------

These precision CNC machined cylinder heads will
guarantee maximum flow and horsepower. A 5 axis
(simultaneous) precision CNC machine is used to
literally make these cylinder heads look like jewels.
Set up for use with self-aligning rocker arms (Part #
40-10758-16 or 40-10751-16, below). Heads include...

REV stainless steel valves - 2.00" intake x 1.57" exhaust
REV valve springs (double check this)
Valve spring retainers (double check titanium)
ARP 3/8" studs
Guideplates (double check type)
Spring seats
Valve seals
Heat treated locks

$1,550.00 (w/exchange)

GTP Stage II Ported Cylinder Heads @ IRS
----------------------------------------

Stage II Cylinder heads receive complete porting and
polishing of the intake and exhaust ports, bowls and
combustion chambers, competition multi-angle valve job
w/backcut valves, resurface of head to ensure a good
gasket seal. Heads include...

Ferrea severe duty stainless steel 2.00" x 1.56" valves
Competition Cams dual valvesprings
Valve spring retainers (double check titanium)
Studs (check stud size)
Guideplates (double check type)
Spring seats
Valve seals
Locks

GTP-LT1H $1799.00 (w/exchange)

CNC Ported Large Cam Cylinder Heads Package @ THR
-------------------------------------------------

Same as above with additional features and set up for
use with non-self-aligning rocker arms (Part # 40-11752-16
or 40-11755-16, below). Valve springs shimmed to correct
installed height. Castings machined for larger springs
and spring seats. Heads include...

REV stainless steel valves - 2.00" intake x 1.57" exhaust
Crane Dual-Coil valve springs
Crane titanium Posi-Stop valve spring retainers
ARP 7/16" studs
Crane stepped guideplates
I.D. locator spring seats
(No valve seals?)
Hardened locks

$2,000.00 (w/exchange)

CNC Ported Cylinder Heads Package @ LPE
---------------------------------------

The LT1 Aluminum cylinder head, like its predecessor the
D-Port, will produce the best usable horsepower and torque
on 350 & 383 LT1 engines. The CNC Ported LT1 cylinder
head works well with the original intake ported. This is
the same head that is install on LPE 440hp 383cid LT1
engines. Heads include...

Stainless steel one piece valves - 2.00" intake x 1.56" exhaust
Heavy duty double valve springs (double check this)
Titanium valve spring retainers
ARP studs (check stud size)
Guideplates
(no spring seats?)
Valve seals
(no locks?)

$2,199.00

-------------------------------------------------

Cloyes 2 pc timing chain front cover PN 9-221 $86!!
1-800-233-0199
1-920-233-2023

LT1 Cylinder Head Swap Gasket Package @ THR
-------------------------------------------

This package covers most needed gaskets for top end rebuild. Does
not include timing chain cover, seals, misc.

GM Cylinder Head Gaskets (exact gasket will depend on application)
GM Intake Manifold Gaskets
GM Exhaust Manifold Gaskets or FelPro Header Gaskets
GM EGR Gaskets (depending on application)
GM Valve Cover Gaskets
GM Throttle Body Gasket
GM Cylinder Head to Coolant Gaskets (water pump?)

$155.00

Other Valve Springs
-------------------

IRS-9397V Terminator Series Dual springs for cams <= .550 lift @ IRS $89.95
10308-1 Crane Dual springs for cams <= .600 lift @ IRS $155.95

Heavy Duty Push Rods, Studs & Guide Plates
------------------------------------------

Pushrods that are made from chromemoly tubes and are
heat treated and have welded tips to provide long life.
Recommended for LT1 applications with heat treated
guideplates.

LN0280H-SBC 5/16" dia Hyd Roller @ LPE $34.95
7940-16 Comp Cams Hi-Tech 5/16" Chromemoly 1993-97 LT1 @ IRS $99.99
4500-16 Comp Cams 3/8" Screw-in Rocker Arm Studs @ IRS $27.95
4501-16 Comp Cams 7/16" Screw-in Rocker Arm Studs @ IRS $28.95
4808-8 Comp Cams Guideplates for hardened pushrods @ IRS $21.95

Crane/Comp Cams Stainless Steel Full Roller Rocker Arms - 1.6:1
---------------------------------------------------------------

Because of durability problems in street applications, LPE
recommends stainless steel (SS) roller rockers over aluminum
rockers. The best design we have found is the Comp Cams
Hi-Tech stainless rockers that are available for SBC and
BBC engines.

Self-aligning rockers are a "drop-in" replacement for the
stock rockers. These are available in 1.5 and 1.6 ratios
and will allow the stock valve covers to be used without
modification. However, they will not clear very large springs
and they are only available with 3/8" rocker arm studs. This
is not a problem for most smaller camshafts. But, if you are
planning to run a very large camshaft or very big springs,
you may be better off converting to a non-self-aligning
valvetrain.

The non-self aligning style rockers require guideplates
and hardened pushrods. Non-self aligning rockers are
machined to clear up to a 1.630" OD spring. Part numbers
40-11755-16 and 40-11752-16 rocker arms listed below (for
example) are designed to be used with 7/16" rocker arm studs.
The 7/16" stud will allow less flex in the valvetrain than
the 3/8" stud, which will allow you to obtain maxium
performance from your camshaft. This becomes more important
as you put a larger cam in the engine. The use of non-self
aligning rockers with guideplates is also a more fail-safe
method of valvetrain alignment as compared to the self-
aligning setup. Stock valvecovers will require minor
modification with this setup.

1102-16 SS with 3/8" studs @ LPE $374.95

1302-16 4340 Pro Magnum Rockers with 3/8" studs @ IRS $259.99
1305-16 4340 Pro Magnum Rockers with 7/16" studs @ IRS $235.99 *

Valve Lifters
-------------

One of the most commonly overlooked areas of the valve
train is the lifters. Poor quality lifters can adversely
effect the usable RPM of your engine and even reduce
oil pressure! LPE installs and recommends the following
lifters for applications including hydraulic roller lifters.

Comp Cams 850-16 or the new 875-16 (call how to adjust these)
Comp Cams 853-16 SBC Hydrolic Roller Lifters $299.00

Value Lifter/Spring Seat & Open Settings
----------------------------------------

To run the HR lifters up to 6500 rpms Comp Cams suggests
using very light parts and setting seat presure between
130-140 (130) and open presure between 300-350 (325).
Setting up various lash adjustments, etc. is critical.

Canton Competition Oil Pan @ IRS
--------------------------------

Canton's LT1 Competition Road Race Oil Pan is a 7 1/2" deep
fully baffled oil pan with a 5 Qt. capacity for a system
capacity of 6 Qts. Designed for 93 and newer f-body's with LT1.

3 Trap Door Baffles
Removeable One Way Screen Windage Tray
Built-in Crank Scraper
Oil Temp Fitting
Magnetic Drain Plug
20mm Fitting For Low Oil Warning Sensor
Works With Stock Starter

15-244T Oil pan $249.99
20-020 Oil pump pickup for high volume oil pump $36.99

383/396
-------

Standard 383 Stroker @ LPE
--------------------------

Custom forged aluminum pistons - 11.0:1 compression ratio
Custom forged steel crankshaft - 3.750" stroke
Billet steel connecting rods - 5.850" length
File fit plasma moly piston rings
Computer balanced rotating assembly
58mm throttle body

$Price unknown

Shortblock Assemblies @ IRS
---------------------------

Terminator Series shortblock assemblies are manufactured to
the highest standards and include only the highest quality
components. Shortblock assemblies are line honed, decked and
squared, bored, torque plate honed and balanced to ensure long
lasting performance. Shortblocks are then assembled with all
new top quality components.

NOTE - Ported heads not included? May come w/Terminator heads.

Cola 4340 forged steel crankshaft
Splayed 4 bolt main bearing caps
Clevite 77 H-Series race bearings
ARP fasteners
Oliver 4340 forged steel rods
SRP/JE forged pistons (CR?)
Balanced rotating assembly
Sealed Power plasma moly rings
Melling high pressure oil pump
Your choice of Comp Cams camshaft
GM timing chain

IRS383S $4799.00 (w/exchange)
IRS396S $4799.00 (w/exchange)

MikeC4

Longest post of the year award!!

no cigar

Sorry to dig this up but I was wondering if anyone knew what size oil ring I'd use on LT4 hyper pistons?

ch@0s