Despite the overwhelming influx of EFI, the carburetor (sometimes referred to as the "toilet") stands as the preferred choice. Hot rodders are known as a resourceful lot and the prevailing mothers of invention, but in this case, the high-performance arm of the very people who developed the EFI system for the LS1 engine are the curious, can't-leave-it-stock neurotics.

Lucky for us, the gearheads at GM Performance Parts seem to have beaten the aftermarket at its own game. Edelbrock, who made its name on the intake manifold, is the only supplier to date who has stepped forward with a carburetor conversion for the LS1 ("Sand Paper," page 66).

Now that the new millennium small-block is an accepted form of re-powering, and with the new 6.0L LS2 as well as the 505hp LS7 being offered as crate motors, the carbureted iteration will undoubtedly be lowered into more engine compartments than you can shake a camshaft at. No electronics or computer to worry about--just hook up the loud pedal linkage, tweak the distributor, and blast into the ozone. Racers (e.g., NHRA, IMCA, USAC) who are bound by rules that forbid computer controls now have a compact, vibrant, and robust alternative to the traditional small-block.

In anticipation of this prospect, Ed Taylor outfitted a stock displacement (346ci) LS1 crate engine with a livelier camshaft and CNC cylinder heads, and applied the GMPP intake manifold and a Holley HP 750-cfm carburetor. The mechanical fuel pump and aftermarket distributor were driven off an eccentric and a gear on the camshaft, respectively (see image). Further, the headers fitted to the test rocket were Kooks with 1 7/8-inch primary pipes dumping into Flowmaster 2 1/2-inch Super 40 muffs. The camshaft is Crane Cams piece (PN 144HR00061) featuring 222/234 degrees of duration at 0.050 inch, a 0.551-inch lift on both valves, and 112 degree centerline.

As we have witnessed with our own crate demon, the LS1-engine family offers excellent power production in a lightweight package (395 pounds with accessories and cast-iron exhaust manifolds). And moxie? Boy, does it flat ooze durability. Taylor's whipping dog has about 700 pulls on it (1,400- to 6,500-rpm range), 130 of 'em under a Magnuson blower making nearly 600 hp and still not a wisp of blow-by.

With the nylon OE intake manifold, a GM Hot Cam, and CNC cylinder heads this engine produced 492.9 hp at 6,200 rpm and 459.7 lb-ft of torque at 4,900 rpm. The numbers from the carburetor combo impressed even the GM engineer who designed the Gen-3 heads, as they were never meant for full wet flow. In EFI form, the fuel sprays down on the cathedral roof of the port and toward the intake valve. Let's take a peek over Taylor's shoulder as he turns the screws at Kenny Duttweiler's dynamometer and see how well the Fred Flintstone Conversion faired against the infinitely adjustable medium of electronic fuel injection.

Ed Taylor Data Table
Sweep Power Curve Manual
(519 at 6,600 with 82 Secondary 72 Primary), Selected Run Number: 2388
Manufacturer: Chevrolet, Cylinders: 8, Engine: Flintstone-1
Fuel Type: Gasoline-Premium
 
SPEED TORQUE HP BSFC
RPM Lb-Ft Hp Lbs/HPHr
       
AVG 411.7 340.1 0.432
1800 319.2 108.7  
1900 337.1 122.4 0.484
2000 349.8 134.0 0.448
2100 358.7 144.0 0.421
2200 365.0 153.0 0.402
2300 369.5 161.6 0.391
2400 373.0 169.9 0.384
2500 376.0 178.4 0.382
2600 378.9 187.0 0.382
2700 381.9 196.0 0.384
2800 385.2 205.3 0.387
2900 388.7 214.8 0.390
3000 392.5 224.5 0.394
3100 396.3 234.4 0.398
3200 400.1 244.3 0.401
3300 403.8 254.2 0.404
3400 407.3 264.0 0.407
3500 410.4 273.7 0.409
3600 413.2 283.2 0.410
3700 415.6 292.6 0.412
3800 417.7 301.8 0.413
3900 419.5 311.0 0.414
4000 421.0 320.1 0.415
4100 422.3 329.2 0.415
4200 423.7 338.4 0.416
4300 425.0 347.8 0.417
4400 426.5 357.3 0.418
4500 428.2 367.1 0.419
4600 430.1 377.1 0.420
4700 432.3 387.4 0.422
4800 434.6 397.8 0.424
4900 437.1 408.4 0.426
5000 439.6 419.0 0.428
5100 442.0 429.5 0.431
5200 444.2 439.8 0.435
5300 445.9 449.7 0.438
5400 447.1 459.2 0.442
5500 447.6 468.1 0.447
5600 447.4 476.3 0.451
5700 446.3 483.8 0.456
5800 444.5 490.5 0.461
5900 441.9 496.4 0.465
6000 438.8 501.6 0.469
6100 435.2 506.1 0.473
6200 431.4 510.0 0.477
6300 427.4 513.4 0.480
6400 423.5 516.2 0.484
6500 419.3 518.4 0.489
6600 414.3 519.6 0.497
6700 407.7 519.3 0.511
SOURCE
Automotive Racing Products (ARP)
531 Spectrum Circle
Oxnard
CA  93030
805-278-7223
Federal-Mogul Corporation (Fel-Pro)
26555 Northwestern Hwy., Dept. CHP
Southfield
MI  48034
ATI Performance Products
800-284-3433
www.atiperformanceproducts.com
GM Performance Parts
www.gmperformanceparts.com
Crane Cams Inc.
530 Fentress Blvd.
Daytona Beach
FL  32114-1210
904-258-6174
www.cranecams.com
Kook's Custom Headers
59 Cleveland Ave.
North Bayshore
NY  11706
Duttweiler Performance
Saticoy
CA
Performance Distributors
Memphis
TN
9-01/-396-5783
performancedistributors.com
Holley Performance Products, Inc.
1801 Russellville Road
P.O. Box 10360
Bowling Green
KY  42102-7360
270-782-2900
N/A
www.holley.com/