Crankshaft Position Sensor

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Crankshaft Position Sensor
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The original LT1 engine was used in Corvette in the year 1970. Then again, it was relaunched as a second generation LT1 in 1992. The year 2000 saw LT1 being voted as one of the top 10 engines of the last century by Ward's Automotive.

Many types of LT1 were there because General Motors came out with specific versions for specific cars. Engines with a cast iron block and aluminum blocks were fitted in vehicles like Corvette, Super Sport and Z28 because these were performance vehicles. Those with cast iron blocks and cast iron heads were earmarked for vehicles like Buick Roadmaster, Chevy Caprice, Cadillac Fleetwood and Impala, these being standard vehicles. While those used on the Corvette came with four-bolt main caps, others had two-bolt main caps on the blocks.

There are some parts in LT1 engines that are interchangeable with the engines of the previous generation. Parts like rotating assembly consisting of crankshaft, pistons, engine mounts, bell housing bolt pattern and connecting rods of the old generation can be used in LT1 also.

The "reverse flow" system used in this second generation engine is its new and most interesting feature. This helps in maintaining lower cylinder temperatures. So, the engine is allowed to run at a higher compression than the previous engines of the General Motors. As in the third generation LS1 engines, in LT1 engines with aluminum heads, the cooling system cools the heads first and the block comes next. This feature, along with the electric controls of the engine, is responsible for giving LT1 a longer life. The engine is also fuel efficient because of this feature. You also have features like airflow and crank position sensors.

It was from 1994, the mass airflow sensor and sequential port injection have been opted for. Transmission has been made more capable because a computer-controlled system has been introduced. This system is called Powertrain Control Mode or PCM. The PCM is reprogrammable through a diagnostic port.

The LT1 has got a 4 inch bore and a 3.48 inch stroke. It can displace 5.7 liters and in British system, it comes to about 350 cubic inches. In the initial version, the compression ratio was 10.4:1 but in the later version of LT4, there was a slight boost in the compression ratio to 10.8:1. Powdered metal is used for making the connecting rods. For performance vehicles like Corvette, the heads are made with aluminum. There are two valves per cylinder, the diameter of each valve being 1.94 inches. In the later version of LT4 engines, the diameter of the valves has been slightly increased to 2 inches. These slight changes in the later version of LT4 do not in any way affect the horsepower and torque of the engines.

The LT1 engines, launched in 1992, could generate a horsepower of 300 and with a 340 foot pounds of torque, the vehicle could get a quick acceleration and pulling power. These 1992 versions could enable the car to achieve a speed of 60 miles per hour in 5.7 seconds. Corvette of 1994 could achieve the speed of 60 miles per hour in 5.5 seconds with an improved version of LT1 and an automatic transmission.

Our concerns revolve around spending enough time with you to help decide which particular LT1 engine is:
#1. The proper replacement part number to match your car exactly, and
#2. To supply you with one of our crate engines for sale that is possibly only an "off the shelf" engine for a special need.
Visit us at LT1 engines for sale

How Your Car's Engine Generates Propulsion

As you're driving, have you ever wondered how your vehicle produces the propulsion energy needed to move your car down the road? It happens as the result of a multi-step process that generates horsepower. This horsepower represents energy that pushes your vehicle whenever you press down on the accelerator.

Inside your engine (under the block), there are a number of cylinders. Each cylinder has a combustion chamber that houses a piston. As you drive, a 4-stroke cycle occurs within the chamber that converts air and fuel into energy. In this article, I'll describe this cycle in detail. We'll go through the process, step by step, so you'll gain an appreciation for the work your engine performs during operation.

Piston At The Top

The first stroke of the cycle begins with the piston positioned at the top of the combustion chamber. It begins to descend toward the bottom of the chamber. Each cylinder has an intake valve and an exhaust valve. As the piston drops, the former opens while the latter closes.

When the intake valve opens, air and fuel enter the chamber. By the time the piston has reached the bottom of its travel, the valve closes, trapping the air-fuel mixture within. This completes the first stroke.

The Piston Rises

The second stroke involves the piston rising within the combustion chamber. Because both valves are tightly closed, the air-fuel mixture is compressed. By the time the piston has reached the top of the cylinder again, the mixture has been compressed to approximately a tenth of its original volume. The resulting pressure cause a marked rise in the temperature. This level of compression is critical for the next stroke of the cycle.

The Spark Plug Ignites The Mix

With the piston at the top of the combustion chamber and the air-fuel mixture compressed to a tenth of its original volume, a spark is needed. A single spark plug is positioned at the top of each cylinder and fires at the beginning of this third stroke. The spark ignites the compressed mixture, creating a mini explosion within the combustion chamber.

The ignition of the air-fuel mixture creates vapors that rapidly expand as the fuel burns. The expansion has sufficient force to push the piston back toward the bottom of the cylinder. As the piston descends, it turns a component called the crankshaft. The crankshaft turns and produces the power needed to move your car.

The cylinders in your vehicle's engine fire at different times; each firing turns the crankshaft a portion of a full revolution. By the time the crankshaft has completed two turns, all of the cylinders will have fired once.

Out Of The Chamber

When the piston reaches the bottom of the cylinder, the exhaust valve opens. There remains pressure within the combustion chamber; this pressure begins to escape through the open valve as vapors pass from the chamber into the exhaust system. Meanwhile, the piston begins to rise toward the top again, pushing the gases outward through the valve. This occurs with a tremendous amount of force, which explains why your vehicle would make so much noise if it lacked a muffler. With the unburned gases expelled from the cylinder, the exhaust valve closes and the 4-stroke cycle begins anew.

The cycle described above occurs thousands of times each minute. This is the reason it is important that your car's engine and its accompanying components perform efficiently. A problem with the fuel injectors can lean out the air-fuel mixture and cause misfires. A malfunctioning oxygen sensor can affect the amount of air in the combustion chamber. A bent intake or exhaust valve can cause a compression leak. A lack of oil will lead to overheating.

These circumstances and others will impair the performance of your vehicle's engine. If you notice problems, have them diagnosed and fixed before they worsen.

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Where is the crankshaft position sensor located?

I have a 1989 camaro v6 2.8 l fuel inj, and just wanted to know where the cps is located at? And is it difficult to replace? Also wanted to know if my car has a camshaft sensor. Thanks

This engine does not have either of those sensors. all ignition controls are managed by ecm in the distributor.

2001 Hyundai Sonata review from North America
What things have gone wrong with the car? Water pump went out around 50 K miles; Replaced timing belt at this time. Passenger side window off track, won't go up all the way, occurred around 35 K miles.

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