In the LT1 this problem is solved by driving the water pump directly via a spur gear driven by the camshaft sprocket. LT1 Coolant Flow: The LT1 is completely different since it uses reverse flow cooling. O1�c���H���$l�݀s�ڇ���=�k}���J���5aZ�`a�S 1966 Chevelle 300 Deluxe Post, 327cu AFR180CC Street Eliminator, Voodoo, Harland Sharp 1.6 RR, Weiand Stealth Airstrike, 650cfm avs, MSD 4spd 355 posi. The incoming coolant first encounters the thermostat, which now acts both on the inlet and outlet sides of the system. When the temperature of this air is below 66 degrees C (151 degrees F), the clutch freewheels and limits the fan speed to 800-1,400 rpm. now guage doesnt work Discussion in '4th Gen Camaro LT1 (1993-1997 Camaro)' started by plan Z, May 27, 2006. Seems like you would get the most accurate reading there. This consists of a loop of metal tubing installed between the radiator lower support and the front stabilizer bar. We put the water temp sensor in the head. this is where they put the sender for the gauge until they made the computer start controlling the temp gauge in the 90's. Designing a dry intake manifold without either coolant passages or a thermostat housing also allows a much lower profile. Thermostats: All LT1 engines utilize a special 2-way acting full bypass thermostat. The B/D-car coolant fans operate under PCM control at the following engine temperatures and A/C system pressures: Fan Mode Temperature A/C Pressure Primary (RH) Fan ON 107 C 225 F 189 psi Primary (RH) Fan OFF 103 C 217 F 150 psi Secondary (LH) Fan ON 111 C 232 F 240 psi Secondary (LH) Fan OFF 107 C 225 F 210 psi Additionally, the PCM will turn off the fans at higher vehicle speeds (above 48 MPH I believe) since running fans can actually impede airflow through the radiator at high speed. LT1 F-cars use a conventional coolant recovery system which consists of a non-pressurized coolant overflow tank connected to the radiator by a single hose. This cooler prevents the power steering fluid from overheating in rigorous driving situations such as high speed persuit. This results in a dramatically more reliable water pump that should easily last 100,000 miles or more.
I have always had mine in the head and never had any problems. I have tested this modification in 100 degree ambient temperatures, while trapped in stop and go traffic, and never saw coolant temperatures higher than 205 degrees. Two, I want to know the HOTTEST point in my engine.
I run both, since mine is an idiot light car. < Previous Thread | Next Thread > plan Z While moving very slowly or sitting stationery, the engine would never climb above the low 190 range, no matter how high the ambient temperatures was or how slow I was moving. This has traditionally been caused by the excessive side loads placed on the bearings and seals of a conventional water pump through the belt drive mechanism. Any steam and bubbles are allowed to rise to the surface, eliminating foam and providing pure liquid coolant back to the engine. This is because turning on the A/C will also cause the PCM to activate at least the primary fan, and possibly the secondary fan (depending on A/C system pressure) as well. Note that non-A/C F-cars have a single primary fan which operates at a fixed high speed. Better safe than sorry.
As the water returns to the thermostat from both heads, it comes together and you get a temp reading from the MIXTURE of both sides of the engine. An adapter installs on the oil filter pad between the filter and the engine, and lines run to the cooler in the radiator tank. After passing through the throttle body, most of the steam is condensed back into liquid coolant and returned to the system.
Each fan or fan mode has a minimum running time. In heavy stop and go traffic, the temperature would quickly climb up into the 220-230 degree area, which is where the primary fan starts to come on. No matter what the toggle switch setting, the PCM still has control over the fan relays, and will continue to operate the fans oblivious to the additional thermostatic switch function.
In low speed mode, the fans are powered in series. The cooling and A/C system performance on these cars are outstanding, in fact the best I have seen on any vehicle.
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