Conclusion
Though I wasn't able to break 11s with the Z's handling suspension, the 119-mph trap speed told me all I needed to know about this crate engine. And with all of the extra torque, it is so easy to drive on the street-helped in part by the smooth and quiet RAM clutch. Though I did have a clutch problem with a compression fitting leaking, the updated versions should remedy that shortcoming, and I have no qualms about recommending this clutch for street guys who are willing to spend a few bucks more for huge power potential and a stock-like pedal feel. Regarding the wiring upgrades, the Z has been flawless and it appears the LPE box is as reliable as it is revolutionary.
With this crate engine install and test, the 1SC-YA project series has drawn to a close. It picked up a full second and 10 mph on the drag strip, cut 25 feet from its 100-0 braking, and improved its road course times by nearly 7 seconds. And best of all: with the stock-type BMR torque arm setup back in for less NVH, a $25 eBay iPod running through the loud Sony system, and a bullet muffler welded in to the catless Hooker exhaust, this is a fun, rattle-free street Camaro that has massive power on demand and is easy and quiet enough to drive every day, which is exactly what I plan on doing. I'll see you on the street.
 An LPE-sourced Knock Sensor...  An LPE-sourced Knock Sensor Extension Harness (part No. 1RX-LS2-KSRH, $25) allows those knock sensor mods to work in this application. |  The Lingenfelter TRG-001 58x...  The Lingenfelter TRG-001 58x to 24x Trigger Conversion Module (part No. 1L460065397, $254) is a trick piece that converts a 58x crank/4x cam signal so the newer Gen IV engines can be swapped into other vehicles without changing the reluctor wheels. In an F-body application, it will allow the owner to simply snap together wires-and keep their factory computer and gauges-instead of pulling the crank. |  The black cam sensor extension...  The black cam sensor extension harness that hangs down by the crank pulley will not be used in our application, as the plugs are for an LS3. Nick removes it, then runs the LPE box's "cam in" line down and connects it to the cam sensor. The "cam out" harness goes to the engine wiring harness' cam sensor connector, the "crank out" harness goes to the engine wiring harness' crank sensor connector, and the "crank in" line clips into the crank sensor on the side of the engine block. |
 The fully installed TRG-001...  The fully installed TRG-001 in the Camaro's engine bay; that light is red to indicate power, then once the engine is running it turns green to indicate that it's synced. Note that this will NOT be the way you install your LPE Conversion box-this is a prototype box I requested before the production heat-sealed models were finished. Production versions will mount to the firewall with the easy snap connections. |  The rear intake vacuum port...  The rear intake vacuum port that Rob opened up will still be running our HVAC system. But we also needed to provide a signal for the LS1 MAP sensor. After discussing with Lingenfelter's Jason Haines, we determined that a "T" right near the port would provide a good MAP sensor signal, and would still be able to run the HVAC system too. |  Scoggin-Dickey's throttle...  Scoggin-Dickey's throttle bracket attaches to the back of the throttle body, and allows the use of a cable throttle on F-body applications. As we are keeping the intake insulator on the manifold, Nick grinds off a small part of it to correctly mount the SD bracket. He then bolts up the new SD 90mm throttle body and hooks up the cables and hoses. |
 The remainder of the crate's...  The remainder of the crate's accoutrements are reinstalled, and the fluids are added and checked. Under the dash, Rob adjusted the RAM master, then retained it with an "ojesus" clip. How badass does this thing look in an F-body engine bay? |  Once it was fired up and all...  Once it was fired up and all systems were go, the TTP crew strapped her down to the dyno and Matt Sorian went to work on the tune. Sorian has done most of the tuning on my Z so he's pretty familiar with it-and this new LS376/480 is flowing mad air! |  It's understood this is a...  It's understood this is a bad-boy LS3 with a Hot Cam-but I was still bowled over by the grunt the LS376/480 put out. Compared to my high-revving heads/cam LS1, the big 376 churned 434 ponies and 432 foot-pounds to the wheels-that's around 23 more peak horses, and an astonishing 50 foot-pounds of torque! |
 At the last minute I had the...  At the last minute I had the TTP crew install BMR's Torque Arm Relocation Kit, as I wanted to test it at the next track day. Benefits of this sucker include a stronger mount for the front of the torque arm for vicious launches, and instant center adjustment as well. Part no. TCC006 costs $254 and fits '98-02 F-bodies with manual transmissions-I got mine in Black Hammertone. |  While that kind of rear-wheel...  While that kind of rear-wheel power would translate into a mid-11 ET in a car set up for drag racing, my Z's handling suspension and 17-inch drag radials would definitely leave some on the table. The torque from GMPP's crate engine meant more power modulation on launch; there was little room for error between a bog and a big spin. I spent all day in the low 12s at 118 range, with a best run of 12.06 at 119 even with a 1.88 60-foot. | |