B/PS lt1 formula

Originally Posted by KennyAnderson

Yes sir, Jeremy is a wealth of knowledge when it comes to late model FI cars. Luckily I have him and 3-4 other buds to help out my learning curve. All of us are pretty serious racers dabbling in late model cars for stock and or no-e/no-box bracket racing. I looks like this will be a fun experience. I really like you vette and if this turns out right might consider doing one in the future. I'll need another one when my 13yo is done with JR's.

Jeremy and I have spoke several times and I actually have a list of mods he suggested that I have written in the back of my log book. I was sorry to see him sell his Stocker. He's been a big help to me as I gather parts for this car. When your son/daughter is ready for a C5 look us up ... I'm sure by that time we'll have this one sorted out and ready to move onto to something else. I've always wanted a small tire big cubic inch nitrous muscle car that ran 9s. Maybe we can work something out then.

Scott

[Mark Yacavone]

Originally Posted by KennyAnderson

PS; Do some homework before you buy a converter, I was looking at a couple used Yank units but all were for an LS motor. Was told x2 that an LS converter wouldn't fit a LT1. Pad spacing or ??? different.

The LS converter has a much higher overall height, plus the bolt pattern is larger.

You can adapt the LT1 converter to an LS, but not the other way around. LS is too long to retro fit it .

You can buy an aftermarket flex plate or drill the LS one to the early b.p. and extend the pilot to use an early converter with an LS .

[Jeff Kempton]

Originally Posted by Dan Fahey

Here is my Engine with a Secret Velocity Stack..
D

Dan, I'm not trying to toss any "garbage" your way, but is that legal in Pure Stock? In the past traditional stockers have had "non-OEM style" air filter bases questioned by Tech (at NHRA events at least), and I would think Pure Stocker rules would be even more restrictive. Don't shoot the messenger; just trying to avoid a spike in the sale of garbage disposal parts followed by a bunch of Pure Stockers being told to take them off.

[Dan Fahey]

Originally Posted by Jeff Kempton

Dan, I'm not trying to toss any "garbage" your way, but is that legal in Pure Stock? In the past traditional stockers have had "non-OEM style" air filter bases questioned by Tech (at NHRA events at least), and I would think Pure Stocker rules would be even more restrictive. Don't shoot the messenger; just trying to avoid a spike in the sale of garbage disposal parts followed by a bunch of Pure Stockers being told to take them off.

YES it is legal.
Been to many IHRA ProAM and Jam events..
Gone through inspection...NP. The Tech guys just smile.
When I go home replace it with a Cone Filter.

Want one

Dan

[gbur]

Originally Posted by Mark Yacavone

The LS converter has a much higher overall height, plus the bolt pattern is larger.

You can adapt the LT1 converter to an LS, but not the other way around. LS is too long to retro fit it .

You can buy an aftermarket flex plate or drill the LS one to the early b.p. and extend the pilot to use an early converter with an LS .

so what is the difference of 4L60 and turbo 350 spline count

[Mark Yacavone]

Originally Posted by gbur

so what is the difference of 4L60 and turbo 350 spline count

No difference in count ..both 30 spline ..Difference is in the length
Stator support shaft...all the same in modern GM transmissions ..Again, different lengths and placement

[ss3011]

While the spline count is the same, at 30, there are differences in the turbine shaft. The majority of the 700-R4 transmissions used a "298 mm" torque converter. The turbine shaft has a stub and an o-ring on the end close to the engine, the splines are closer to the transmission end. Most of the car transmissions used that combination, even the early LS engines. The trucks with LS engines got a "300 mm" converter. The turbine shaft has the splines closer to the engine end and a journal and o-ring between the spline end and transmission. The basic converter to flexplate spacing is the same between the 700-R4 (4L60-e) and the 350/400 THM transmissions. The later 4L60-e with the 300 mm converter is different and would require a different flexplate , and a spacer for the crankshaft to converter pilot.

[gbur]

Originally Posted by Mark Yacavone

No difference in count ..both 30 spline ..Difference is in the length
Stator support shaft...all the same in modern GM transmissions ..Again, different lengths and placement

So approx how much pilot extension and most4L60 and 700 have what some would call an enertia ring, some having dual bolt pattern. Beleive my LS flywheel is dual pattern also

[Mark Yacavone]

Originally Posted by gbur

So approx how much pilot extension and most4L60 and 700 have what some would call an enertia ring, some having dual bolt pattern. Beleive my LS flywheel is dual pattern also

Maybe Russ ( SS3011 ) has that info handy.

Someone must make a crank adapter and spacer kit by now??

[gbur]

Originally Posted by Mark Yacavone

Maybe Russ ( SS3011 ) has that info handy.

Someone must make a crank adapter and spacer kit by now??

Just curious as approx. When I drop the trans tomorrow (Sunday) will measure it for myself. Having my lathe sure comes in handy. Thanks for the info so far