Is there a way to turn my L-98 motor into a LT-1? I got a 1990 c4 vette 6 speed. If so what is needed to do it and how easy or hard is it.

 

1.You can get a converted LT-1 intake for your car, but then you have to change the cooling route and things. Usually $400

2. The best way is the TPIS miniram. It is the same design as the lt-1 intake, but it is built to bolt up to your heads.(I'd stick to the miniram 2 version) It comes with it's own fuel rails. It can be had used around $800-900 usually.

If I was going to do it I would do the mini the extra price is worth the design to me., nut that is me.

 

 

Ok Ill look into it (Im the one who made the post. I was on my dad's account) I hate how high the intake sit but I love the LS1 and LT-1 intakes lowwer sit. I really dont care for more power because it as all it needs with the L-98 motor.

 

yes lt-1 or miniram are very short.look around with the search . There are a couple of minis for sale.

 

What's the benefit of it?

 

I got money for both the LT-1 and miniram. But if I do go for the LT-1 intake would I need to change my fuel rail too? or should my stock L-98 work with it?

 

It's all about runner length and breadth. The issue with the TPI is application. The stock TPI on the 350 produces a significant but narrow torque curve that peaks around 3800 rpm. However, for autocross courses, where rpm averages relatively low, or for street drivability or a DD car, the TPI shines.

The "issue" is torque above 3800 drops off precipitously. So, in some applications, e.g., drag racing, the TPI characteristics are somewhat "out of their element". The L98/TPI runs out of torque early, forcing "earlier" shifts, whereas the LT1/4 type intake utilizes shorter runners resulting in the torque curve characteristic being "flat" to the low to mid 5000s (LT1/4); they can stay in low gears longer.

However, slapping on an LT1/4/TPIS intake on an L98 does not (quite) an LT1 make. For one thing, the cam profile was adjusted to accommodate the different flow characteristics. And, the LT1/4s heads run cooler (due to reverse flow design) affording compression to jump from the L98's 9.0 (9.5 in '86+) to 10.2 for the LT1 (10.5 in '93-96) or 10.8 for the LT4. (The cooler heads were needed to run the LT1/4 on 87 octane. However, most can get by fine by using 91-93 octane with standard flow blocks.)

So, what are we talking about? The short-runners result in FW torque peaking around 330 initially and 340 in later LT1/4s, compared to 350+ for the L98s...at least for a short time. The torque of an LT1 reaches 90% of max just off idle and slopes to 100% at about 4800 before gently tapering off. (I find I could stab the throttle anywhere and have 90+% of max torque on the LT1...You don't have to wait for it or check the tach first!) The TPI doesn't see 300ft# until the tach gets to 2500+.

In short: There is more torque under the curve for the short runner LT1 intakes which changes the operational characteristics significantly. Some like it that way - especially the 1/4 mile guys. But, the street driven DDs or autocross fans see it differently.

P.