You could be forgiven if the first thing that came to mind when the name “Lingenfelter Performance Engineering” came up was hard parts. They built their reputation on bulletproof engines, and their catalog is still stuffed with cylinder heads, performance packages, and complete engines for late model GM applications like C5 and C6 Corvettes and the 5th Gen Camaro.
But, in case you haven’t noticed, the General’s engines over the last 20 years have become more and more sophisticated, relying on all sorts of electronic wizardry to do their thing. That’s where Lingenfelter might surprise you – whenever they’ve come across an engine management challenge, they’ve applied their considerable engineering chops to the problem and found a solution.
Sure, they’ve been hard at work on CNC programs to extract extra flow from the Gen V LT1′s stock head castings (and scrapped more than a few in the process, learning what works and what doesn’t with the sophisticated factory design) but of equal interest are their electronic upgrades for these new powerplants. Of particular interest to us at this year’s SEMA show were their LNC-2014 RPM limiter/launch control/timing retard device, which operates in a way similar to their previous controls for LS-series engines but is compatible with the LT1′s new coil harness configuration, and the PADI (Port Assisted Direct Injection) supplemental injector control for boosted applications.
The PADI (which like the LNC-2014 will be available soon) takes data directly from the the stock PCM’s bus and uses that information to drive 8 supplemental conventional injectors that provide additional fuel above and beyond what the factory direct injection can deliver. The system taps into the DI “low pressure” fuel feed, which runs at typical EFI fuel pressure, and doesn’t require a parallel fuel system.
Keep an eye on LPE in 2014 – they’re adding dozens of new products to their already extensive line for GM cars and trucks.