My Contribution to the Design and Build of the 1991 LT1 Engine
In 1988, Anil Kulkarni called a project manager meeting to gather the resources to begin the design of a new version of the small block V8. This engine was to be the power plant for the Corvette, Camaro, Trans Am, Caprice, Roadmaster and Brougham vehicles. As Design Group Manager I had to provide adequate design resources and meet all design schedules. Originally this engine was not scheduled for the new Camaro, Firebird platform, but Anil sold the engine to the vehicle design group. Some changes had to be made to accept the engine. The engine had a unique distributor named angle based ignition timing system (ABITS) and reverse flow cooling. Over the next 3 years the design progressed through several design phases before entering production. My contribution to the design was the use of a spun aluminum tube pressed into the water pump for the radiator hose connections. As the engine was nearing production, Anil Kulkarni approached me about following the engine into production as a Liaison Engineer. The job called for me to be the central contact between Engineering, Flint Engine Plant, Bowling Green, and Willow Run Assembly Plants. It later involved the Arlington and Ste Therese Assembly Plants. He alluded to my product knowledge and people skills as being valuable to the launch of this power plant. I stayed with this assignment from 1991 through 1997 when the engine went out of production. My contributions were coordinating process reviews and pilot builds at the various Assembly Plants. I was the central Quality contact between Engineering and the Plants.
One thing I am extremely proud of was while reviewing the 1993 Corvette pilot engines at the Flint Engine Plant I noticed the EGR outlet on the back of the inlet manifold was not round. One of the quadrants was squared off. I reviewed the drawings and found that if this went into production there would be an EGR leak at the rear of the engine. I notified the release engineer and he concurred with my findings. I told him I was scheduled to go to Bowling Green tomorrow and instead of flying I would drive and stop at the Winters Foundry. Having designed many casting I was within my element. I stopped at the Foundry and reviewed the molds. I faxed the Foundry and release engineer the fix required to resolve the shape of the EGR opening. The manifolds were corrected and replaced on all of the pilot engines in time for the pilot builds at Bowling Green.
I am proud to have been associated with this Engine from cradle to grave. It is very rare at GM for one person to stay with the program and follow it to the Assembly Plants. I am very thankful for receiving this opportunity.
Joe Manierski
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