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Race your LT1.

Factory baseline and chassis-dyno cam packages

The general N.A. model starts a stock 350-ci 1993–95 LT1 F-body at 275 crank HP; 1996–97 uses 285. These are factory engine ratings, not wheel figures. Use stock heads/cam/intake/exhaust, 10.4 entered compression and standard porting for that baseline. The F-body stock starter supplies these settings. Corvette LT1 starters use 300 crank HP with 10.4 compression; B/D-body starters use 260 crank HP with 10.0 compression. The editable base engine package controls this baseline independently of body artwork. Modified-package gains still use the disclosed approximate F-body dyno trends; these are not separately validated platform-specific modification curves.

Steve supplied the cam-only chassis-dyno chart below. Stock displacement and unported factory heads are working assumptions authorized by Steve, not independently established facts. Lift is listed with 1.6 rockers. Supporting intake/exhaust/tuning, dyno type/correction and individual-car data are unknown. A free-flowing exhaust and appropriate calibration are assumed within each package; headers are not added twice.

Named chart packages use their average RWHP as the starting point, converted to estimated crank HP using an assumed 20% reference loss. This conversion is uncertain. Changing the vehicle's drivetrain-loss setting changes its wheel HP and track estimates, not its engine HP. Unlisted cams use a nearby-intake-duration trend weighted by entry count. More entries influence that trend more strongly; averages alone cannot establish statistical confidence or an isolated cam gain. Reported average torque is displayed as evidence but is not a modeled torque curve.

Stacking component changes

Displacement scales by (ci/350)^0.90. Heads, porting, intake, exhaust, compression and approximate lift multiply the package estimate. Head/intake benefit depends on cam demand. Gains stack where applicable; most individual modifiers are deliberately modest. These are engineering scenario coefficients, not measured gains for every named part. The per-build “Why this horsepower?” panel shows the factors. Chamber volume does not calculate compression without piston/deck/gasket data.

Boost uses (1 + PSI/14.696), approximate cooling, turbo restriction and soft capacity limits. N.A. cam-derived gains are damped to 65% before boosted scaling: an explicit unvalidated assumption, not turbo cam-swap test evidence. Exhaust duration, LSA, installed centerline, true overlap, torque curves and backpressure do not yet fully determine power/spool. Turbo/supercharged general builds retain the Z28 reference calibration; nitrous uses Shaun's reference and an illustrative 90% of advertised shot before normalization. Parts gains are not independent proof of durability or tuning suitability.

Records and track performance

There are 98 selectable class entries from the records snapshot. Loading one reproduces its starting slip by construction, then estimates changes relative to its combination. This is not a regression trained on every LT1 record or independent validation. Missing weight, boost, cam or split data is labeled. Track-equivalent reference HP uses weight × (quarter MPH/234)^3 and is not a dyno reading. Greg coasted after the eighth; his quarter MPH is not a full-pass power reference.

General N.A. engine HP now comes from the factory/dyno-package model; Tyler provides the N.A. track comparison. Steve's Z28 preserves the 9.513 @143.32 / 1.318 sixty reference at its confirmed settings. It uses 388 ci, AFR210 LT4-style heads, LT4 intake, Tick231/235, VSR78/75 Next Gen, about18psi, E85,3850lb,TH400/transbrake,3.25gears and28-inch radials. Unconfirmed supporting settings remain assumptions. Shaun Townsend anchors nitrous; superchargers currently share the turbo track anchor as an approximation.

Wheel-power/weight changes scale ET and MPH by a cube root, with separate launch and shift adjustments. Launch benchmarks use deduplicated, reported sixty-foot times near the predicted ET, matching power-adder type and manual versus automatic transmission. N.A. and turbo cars are not pooled. Exact class/head/cam matching is not yet implemented. Fewer than three matching reports uses an unvalidated fallback: 1.85 seconds N.A. or 1.40 power adder, then blended with the track anchor.

Well sorted describes effective use of a combination's available power, not leaderboard position. Conservative launch changes ET, not engine HP. Rear gear, first gear and tire diameter influence the launch heuristic and approximate 1:1 trap RPM warnings. This revision does not integrate acceleration gear by gear, count shifts or model converter slip maps. A 4.10 ratio does not add engine HP, and more gear is not automatically faster.

Fuel, cooling, PCM and compatibility

Main fuel (including M1/methanol), supplemental methanol/water injection, PCM brand and tuning status are descriptive inputs with no fixed HP bonus. Injection blend means reservoir percentage by volume. Quantified effects require flow, charge temperature, fuel delivery and calibration data. Intercooler factors remain illustrative: none0.83,A2A0.94,A2W0.97,A2W/ice1.00; custom uses A2A as an unverified placeholder. These are not measured efficiencies or guarantees that A2W beats A2A.

Solid cam gross lift is lobe lift × rocker ratio; approximate net lift subtracts entered lash. Use the actual cam card, lash temperature and verified clearances. Chart-only cam versions are separate choices when specifications differ from existing catalog entries. Historical specifications can contain errors. Warnings remain advisory and do not prohibit selections.

Power bands are illustrative sensitivity ranges: ±25% for general unlisted combinations, ±18–22% for chart-based general combinations depending on entry count, and ±20% in records mode. They are not confidence intervals. No weather, measured torque curve, full compressor map, fuel-system limit or mechanical durability simulation is included. Saved v0.5–v0.7 builds load with revised predictions. Records do not update automatically when records.html changes.

Simulated combinations are estimates. Use the services pages for paid tuning and injector work.

Race modes

Heads-up uses a .400 Pro Tree; bracket mode uses a .500 sequential Sportsman Tree and separate lane greens. Reactions are green-relative: .000 perfect, negative red. A larger dial-in gets an earlier green by the dial difference. ET and MPH are unchanged by reactions or handicaps. Reaction Challenge samples Lane B once per stage from triangular game ranges: casual .150–.350, experienced .060–.180, competitive .015–.090. These are difficulty settings, not measured record-holder reactions. Automatic Comparison fixes both reactions at .100.

Red lights override breakouts. Single breakout loses; double breakout awards the smaller amount under dial, with equal breakouts tied in this simplified game. Opponent red lights are off. No random ET variation, throttle lift or complete sanctioning-body foul hierarchy is modeled. Trees and passes use real-time timing; visual movement, synthesized audio and browser/input latency are approximate. Reference: NHRA tree timing explanation.

Setup planning and suggestions (v0.12)

Use, track preparation, observed converter flash, actual ratios, constant converter RPM uplift, cruising speed, working powerband floor and planning finish gear refine the advice and arithmetic tables. They do not change calibrated HP, ET or MPH. Ideal recovery is shift RPM multiplied by the next/current ratio. Default powerband floors are rough cam/displacement assumptions; enter measured information when available. Advice is labeled by basis and is not an optimizer trained on all records. Hardware capacity and actual gear-specific optimum shifts are not verified.

Known turbo, N.A. and nitrous passes provide internal comparison benchmarks. Reproducing a starting slip by design is calibration, not independent validation of predictions for other builds. Record opponents remain available in Car B’s dropdown; the separate featured-car cards have been removed.

1993–97 paint and edition review

The selector contains 16 solid-color approximations plus four simplified special-edition schemes. Purple Pearl, Dark Purple and Bright Purple are separate entries. Year/model notes are advisory; custom combinations stay selectable. Metallic/pearl effects and edition graphics are approximate, not paint-match or authenticity references. Not every dealer special, special order, market or midyear exception is authenticated.

Period sources: 1994 Camaro color guide · 1997 Camaro brochure · 1993 Firebird brochure · 1994 Trans Am anniversary brochure · 1995 Firebird brochure. Production and registry references were used for late-year/SLP context; exact car documentation takes precedence.

Vehicle appearance and color coverage

Eleven body graphics cover F-, B-, Y- and D-body LT1 cars. Factory color groups are selected by body and year from period brochures; custom colors remain available. Wagons use the fixed trim shown in their artwork. Color swatches and edition accents are approximate; special orders, police/fleet paint and every late-production exception are not exhaustively covered. A conservative 1995 Roadmaster wagon palette is used pending a complete model order guide. Selecting a body does not change engine performance or scale weight; the optional weight helper applies an explicit approximate starting point. Stock starters use explicit F-body, Corvette and B/D-body engine ratings. Modification trends retain the disclosed F-body dyno-package assumptions.