The Gen I small-block Chevy will always hold a place in high-performance history as one of the most popular and mod-able V8s. When the LS came out in 1997, it took that legacy and hit the ground running. But there is an often overlooked small-block middle child – The Gen II LT1. These small blocks had a short production life but a cult-like following. So we’re going to cover a topic that gets asked about most for GM’s forgotten middle child: Gen II LT1 tuning options.

Small-Block Gen-Who?

While the Gen II may look like a typical Gen I small-block Chevy with port injection on top, there were some serious changes to these small-blocks in the search for modern performance and efficiency. The LT1 heads were aluminum with heart-shaped combustion chambers that produced 10.4:1 compression, which was a big leap over the previous Tuned-Port L98’s 9.5:1 compression. Combined with the higher compression, the reverse flow cooling system, and aluminum cylinder head material allowed the new Gen II LT1 to make 300 horsepower and 330 pound-feet of torque in 1992 on pump gas.

The first Gen-II small block was the LT1 introduced in 1992 in the Corvette. It was used in the Corvette until the LS1 came out in 1997. The LT platform was also used in ’93-’97 Camaros and Firebirds, and ’94-’96 B-bodies.

Following its 1992 Corvette debut, the Gen II LT1 found its way into the 1993 Camaro and Firebird. Despite sharing the LT1 name, the F-body version featured two-bolt mains and produced 275 horsepower, a drop largely attributed to its more restrictive exhaust system. By 1994, the Chevy Caprice lineup switched exclusively to Gen II power, offering the LT1 with iron heads and a torque-biased camshaft that delivered 260 horsepower and 330 pound-feet of torque. That same year, Chevy also introduced a unique 4.3-liter variant, the L99, designed specifically for the Caprice, which saved gas and was rated at 200 horsepower.

At first glance, it just looks like a Gen-I small-block, but the Gen-II LT is very different. Note the water pump mounting that resembles the LS, and the timing cover shape and size.

Tuning Old Reliable

If you own one of these mid-90s Gen II-powered cars, or are looking to stand out in the engine-swap crowd, the stock PCM can be tuned to accommodate modifications and swaps. But before you dive deep into Gen II LT1 tuning with the stock PCM, you need to know the differences between these computers as they changed over the years.

For 1992 and 1993, the first two years of the LT1, LT-powered cars used a black module with four large connectors. If you have ever heard anyone use the term “chipped” to describe Gen II LT1 tuning, they are referring to these PCMs because they have a programmable read-only memory (PROM) chip that contains the tuning data, such as ignition curves and fuel tables, for the engine. To tune these PCMs, this chip needs to be erased and reburned with new parameters to run your modified LT. This can be a time-consuming process, but there are still options out there for those needing a tune for their ’92 or ’93 LT1.

If you have ever heard anyone use the term “chipped” to describe Gen II LT1 tuning, they are referring to these PCMs because they have a programmable, read-only memory (PROM) chip that contains tuning data, such as ignition curves and fuel tables, for the engine.

Starting in 1994, the PCM changed to a silver case with four thin, oval-shaped connectors. But the case didn’t just change looks, it also changed the hardware inside as the LT engines went from batch-fire to sequential fire fuel injection and from speed density to mass airflow. Unlike the PROM chips in the earlier modules, these can be flash-tuned via an ALDL cable to connect to the OBD-I port under the dash and the proper software in a laptop. When it comes to Gen II LT1 tuning, these years are preferred compared to the earlier years.

While they look the same on the outside, these PCMs came in two different versions. One fits ’94-’95 applications and the other is for ’96-’97 applications.

The PCM changed again for the final two years, 1996 and 1997. The outside looks the same as the ’94 and ’95 modules, but the hardware changed inside, again, to coincide with the introduction of OBD-II. These can be flash-tuned similar to the ’94 and ’95 PCMs with the proper cable and software. The software that can tune ’94-’97 LTs is readily available from TunerCat and Tuner Pro, and some offer mail-in tuning options like PCM of NC and LT1 PCM Tuning.

Don’t call Gen-II small-blocks slow. Tick Performance’s “Grubb Worm” is a fourth-gen Camaro that has set several LT1/6-Speed quarter-mile records deep in the 7s.

Aftermarket Gen II LT1 Tuning

There is nothing wrong with keeping the stock PCM; they have been proven to still work with modified LTs, but the aftermarket has grown a lot in the past 30 years. This means that Gen II LT1 tuning doesn’t have to be limited to old tech.

If you are looking to toss the Optispark in the trash and upgrade to modern EFI control, there are options to adapt many options to the Gen-II LT.

One of the most popular ways to use modern aftermarket EFI systems with your Gen II SBC is a 24x or 58x conversion. With the help of EFI Conversions, you can convert your GEN II LT to run the same 24x or 58x crankshaft reluctor as the Gen III and Gen IV LS. This conversion also replaces the problematic Optispark distributor and allows you to go coil-near-plug like the LS platform as well.

When doing the conversion, you benefit from being able to run an OEM LS PCM. The stock 0411 PCM for 24x engines or the E38 and E67 PCMs for the 58x engines. These computers are capable of easily being tuned with HP Tuners or EFI Live and are light-years more advanced than the older LT computers. The factory PCMs can reliably control the ignition and fueling of a V8 that makes 1,000-plus horsepower with a power adder.

The EFI Conversions kits add a 24x crankshaft reluctor and 1x camshaft reluctor to your LT.

If you can convert your Gen II LT to run the same reluctor ring and sensors as an LS, then that means you can benefit more than just stock PCMs; you can also benefit from the aftermarket engine control systems. A popular choice today is the Holley Terminator X system. The Terminator X uses the same basic software as Holley’s upscale Dominator system and employs its successful self-learning and tuning capabilities.

Where do you mount the ignition coils once you convert to coil-near-plug ignition? The same place you mount them on an LS with help from these special coil brackets.

Some of the advantages of the Terminator-X include control over things like two electric fans, along with other control mechanisms such as a rev limiter and two-step, nitrous-specific fueling and ignition tables, turbo boost, and an integrated data logger that can be employed for all kinds of tuning and diagnostics.

The Holley Terminator X systems can be used on more than just the latest and greatest engines, you can adapt these to run your LT.

The last benefit to converting to 24x/58x is the ability to control more than just a 4L60E transmission. The addition of the X Max transmission kit allows your Holley Terminator X to control the 6L80E six-speed automatic. Part of building a faster project car is maximizing performance from more than just horsepower; it’s how you put the power to the pavement. With the 6L80E’s winder gear spread, your Gen II LT can throw down tire-frying acceleration from the lower gears but still have an overdrive for highway cruising.

Holley has a transmission controller kit to go with your Terminator X Max EFI system to control the 6-speed 6L80E automatic transmissions.

Gen II SBC Powerhouse

The Gen II LT small-block might be the often-ignored middle child of the Chevrolet small-block V8 family, but that doesn’t mean it doesn’t have high-performance potential. With a superior cooling system, good flowing heads, factory EFI, and a supportive aftermarket, there is potential for a high-horsepower small-block with modern Gen II LT1 tuning support.