recently saw your tips on LT1s in the Jan. '08 issue. And while I liked the tips you offered for both the seasoned and new owners, you forgot to mention that the rearend gears in an automatic came with a choice of 2.73s or 3.23s and that the six-speeds were the only ones to get 3.42s.The codes were Gu2 (2.73s) and Gu5 (with 3.23s), and I believe the code for the 3.42s was Gu8 and they can be found either in the door or in the glovebox. Also, for those who don't mind losing maybe 1-2 mpg, a good torque converter will drop as much as 0.6 second off their quarter-mile times.
I have a '97 Trans Am WS6, and with only bolt-ons (stock heads, cam, and bottom end) and minor suspension work, I run 12.98 at 103.03 with a 1.71 60-foot. keep up the LT1 edit, as I like some of the info you guys put in there. James Fuller diamond, MO
Thanks for the additional info, and yep, we'll be introducing more pieces on LT1s for sure.
What would be a good starter for a noobie?
Anyone seen a '68-70 4-cylinder Nova? I don't know why I'm so obsessed with this, but I can't even find a picture of one in a car.
Is there anywhere in the Internet that would have a listing of GM parts and their numbers, like bolts, brackets, door switches, and a few dozen others, or am I just dreaming?
I love Pro Touring- style cars. But I've been thinking about making some changes to the Nova to make it a straight-line performer.
This month's dyno thrash article got me thinking that someone could create a whole new magazine devoted solely to the art, science, and sometimes sheer agony of installing aftermarket performance parts. Combat Mechanics, maybe, or Guerilla Installation Tactics Monthly are just a couple of possible titles that jump out at me, though the latter almost certainly has too many words in it-magazine titles need to be crisp, getting straight to the point.
Before you get the wrong idea, I'm not in any way suggesting that any of the parts in the above-mentioned article is lacking in quality. The truth is quite the opposite, actually. In my experience, the quality of performance parts is better than ever, designs are constantly being improved upon, and the number of applications increases almost daily. As far as the parts themselves, it's never been easier to bolt on more horsepower.
On the other hand, that doesn't mean it's always easy to bolt that horsepower on. It probably sounds like I'm contradicting myself-not an entirely unusual occurrence-but I'm actually trying to differentiate between the parts themselves and the act of installing said parts. Ever order the wrong part, and not find out that it's wrong until you're attempting to bolt the thing up- or worse yet, discover it doesn't work after you've already got it bolted on? No? Ok, I'm the only one... Go figure.
It's also one thing to bolt parts onto a bare-bones engine that's devoid of trimmings, emissions, and other factoryinstalled niceties...and quite another to add a piece to the mix and keep all the extras functioning as well. We're mostly thinking of vacuum lines here. According to the dictionary, vacuum is "a space from which all air or gas has been extracted." Synonyms include "emptiness" and "nothingness." All I can say is that we spent a helluva lot of time making sure the multiple lines carrying this something defined as nothing were properly hooked up, and my Auto Zone Rewards points balance has increased notably.