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Stock bottom end LT1s making as much as an LS7? According to inside sources at Trick Flow Specialties they are in the final stages of production and testing of what they call the best-flowing cast cylinder heads available for naturally aspirated LT1 engines. The Trick Flow GenX™ Street/Strip Cylinder Heads. Out-of-the-box, these heads are easily capable of producing well in excess of 500 naturally aspirated horsepower. Thats with a stock 10.25:1 compression ratio! These are going to be great so check upcoming issues of GMHTP for much more info as it becomes available. http://blogs.gmhightechperformance.com/6...eads/index.html I just remember someone here had an LT1 Fbody,and another built an LT1 car. I noticed a couple articles about the new Dart and Edelbrock heads. The Edelbrocks made 400 and the Darts 450. Now the Trickflow's claiming 500 on stock cubes and compression!The Edelbrock setup was believed to be tame enough to pass the Cali buttsniff test. And just cuz,new 102mm throttle body FAST LSXR intake manifold,and 2500HP capable,siamesed bore (no overheating for street cars?) LS series race block. They say this thing can easily make 500 cubes! (that's over 8 litres) http://www.gmhightechperformance.com/tec...aft_tunnel.html |
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It'll never beat the Gen1 small block chevy as a budget powerhouse. We purchased a set of new AL heads for one I built for ~ 1100. It flow tested 280+cfm, IE enough to support almost 600 hp. I've always felt that the LT-1 was an under-appreciated engine though. I guess the hard part is the relative dearth of truly hipo intake choices and engine management...and of course, opti-spark seems to scare many away. |
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The heads may flow enough to support 500hp, but as already said the intake system will be a big restriction to reaching that hp level. The opti-spark can be converted to LS1 coils, but it's a drawback of that engine's design. I would think truck LS1 short block's would be almost as economical with a head swap. I would think the LS1's engine management would be easier to use on retro fits. |
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I think another problem with the LT1 that should be considered was the platform it was delivered in. I had a '94 Z28, pretty much stock. Great car, had a blast with it, but to work on the motor? Meh fuck that. Shit was tucked so tight in there. Glad to say though that a coworker bought my Z28 when it spun a bearing. Rebuilt it and it's now faster than ever, probably a good mid 13second car. Not bad for a car with well over 200,000 miles on her. James |
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There are tons of LT1's in the 10's and faster running the stock intake. And there's always the option of running a single-plane intake with an elbow. |
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They are now running LT1s on an LS1 computer as well, which not only brings superior tuning capabilities, but it also does away with the dreaded opti. It's something I'll be looking to get for my LT1 in the future. http://www.eficonnection.com Those heads are on the list as well. I think AI (Advanced Induction) got a set and has been working on them. AI and Lloyd Elliot are two places that have been putting out some pretty good LT1 heads. I plan to convert to a single plane as well, partly to do with the performance (once I go to a decent set of heads) and partly for the aesthetics. /ricer |
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Ive had that argument with a guy before. He actually circle tracked a car,so I assume he was an expert. A friend and I got him hooked on Mitsubishis of all things (LOL) and he swore they were so much cheaper than building a small/big block. I told him I thought you could do a BBC for cheaper,but he told me those things come with so much you have to throw away and start over with that it would be better to go with an SBC first,then stroke,etc. I said I still thought it would be cheaper then to go with an SBC (I still had my Evo at the time,haha) and he wouldnt relent. So how much is an LT1 Fcar these days? |
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$3-4k I believe (for a decent condition one) |
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$3600 for this 1999 LS1 Z28 with 121k miles. Link $4500 1999 Z28 automatic Link $3900 1995 LT1 Link Those LS1 prices are depressing since I have a Firebird Formula, and the most they're going for now is $12-14k. |
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You can buy a complete 6.0 Ellis (well actually a iron block LQ4) for around $300 to $600 on Craigslist. Build it up with heads & cam for n/a 450 rwhp and put it in a car of your choice. Add nitrous for fun. Or just boost it with a cheap turbo or something. Here is a cool link about a iron 6.0 ellis making 1360hp on stock heads, crank, and stock block. http://www.ls1tech.com/forums/forced-induction/1069800-1360-hp-stock-head-crank-6-0-lit.html |
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That guy is obviously the exception to a FI build like that. He clearly has the know how and skill to put that type system together. Reminds me of when QTP built a turbo LS1 Formula that used a completely interanally stock LS1, yet they were able to get to 700-800rwhp with methenol injection. It was true, but the time they took tuning was unreal. |
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The key thing I was pointing out on that link was the fact the guy used a stock block, stock crank and un-ported heads. Meaning you don't have to spend the money to buy expensive block, crank, or other stuff to make it handle large amount of power. My car was a budget build. It used stock block, stock crank, cheap rods ($200), stock cam, used ported heads ($550) and Mahl pistons ($350). It has $150 buick turbos, I dyno'ed it once on a mustang dyno with a lowly 588rwhp and not making as much boost that day. We found a exhaust leak later and now it is side by side with a 700+ rwhp car turbo ellis on the freeway. I am buying two 60-1 to replace my two stock buick turbos. My friend with the red camaro (10.01 1/4 mile) also did a budget build, it has stock 6.0 iron block, stock crank, stock unported heads, stock cam, stock exhaust manifold, ls1 intake and used forged pistons ($300 I think). That motor was built 3 years ago with hundreds of passes at the track and thens of thousands miles on the street. LT1 is a great budget build but I feel the LS1, especially the iron 6.0 is a better choice. The stock block and crank is proven to handle over 1000hp and has 6 bolt mains, and the stock unported heads flow fine at that level. You don't have to deal with the optispark issues (fails often), or older chips that you have to burn and swap. You can replace optispark with something that uses LS1 coils but that costs near $1k. You can also swap LS1 PCM to LT1 now but you need to buy wiring harness and the PCM. Not too cost effective in my opinion. |
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Wow,LS1s with high miles are DSM budget now. Thats insanity. When the LS1s came out the LT1 guys laughed at the aluminum blocks,has there been any validation to that? How much weight does the iron 6 litre add? |
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With LS2, LS3, & L98 around, LS1 is now dirt cheap. The amazing part is that there are not all that different. I guess people just want newer stuff. But if you call up a big named shop, you still have to pay a ton of money for a short block... Iron 6.0 add 120 lbs or so IIRC. |
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Originally Posted By: progressi When the LS1s came out the LT1 guys laughed at the aluminum blocks,has there been any validation to that? Reliability due to the aluminum block hasn't been an issue. There are issues with big hp builds like heads not sealing and lifting, which is why the LSX block have the option for more head bolts. I believe Lingenfelter has cars over 1000whp on aluminum blocks, and he's known for reliability. |
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I don't know if I see that happening. Besides the design shortfalls of the LT1, the main problem is the aftermarket support is a fraction of the LSx's, and of course an even smaller fraction of the SBC's. Thing with an LT1, is it has just enough nuances to make it different from an SBC. But to make real big power, alot of people do away with them (ie carb'd or EFI manifold and coil packs, conventional cooling) and then is it really an LT1 anymore? That was kind of always the stumbling point on LS1tech when people tried to set up LT1-only racing classes. |
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LT1, iron block, alum heads, whats not to love? |
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The opti. |
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To be honest I could be very content to pick up a '96 or '97 LT1 T/A, for the $5-$6k range in good shape, throw just a couple of bolt-ons on it and daily drive it. But for some strange reason if I were to do that I have a real urge to pick up an '88-'90 350 TPI car for similar money. I still have a real soft spot for turd gens, I still miss my old '89 even though it was a very crappy V6. |
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Ive got a Chevy buddy and we always talk v8 stuff. I told him about this article I posted here,he immediately got stoked for LT1 stuff and was looking for an IROC. LOL |
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Originally Posted By: progressi Stock bottom end LT1s making as much as an LS7? According to inside sources at Trick Flow Specialties they are in the final stages of production and testing of what they call the best-flowing cast cylinder heads available for naturally aspirated LT1 engines. And just cuz,new 102mm throttle body FAST LSXR intake manifold http://www.gmhightechperformance.com/tec...aft_tunnel.html Seeing how much power can be squeezed out of their LS1 heads, I believe it. I hit 500 to the tires with my LS1 trick flows before the bearings went bye bye. I just couldn't see building an LT1 again when the LS1 to me is just a superior package. I am scrapping it when I put the rebuilt LS1 in the 94Z. BTW, I am waiting for my 102MM Fast intake and TB, doesn't look like I will have the TB before the car is done next week though. Should fly by 600 to the wheels with it installed and ported. |
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Is that setup too big for my car? Its making 475 to the wheels now on an LS6 manifold. (MTI 6.6 all-bore) |
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Originally Posted By: SD91RS $3-4k I believe (for a decent condition one) Friend picked up a 96 TA 6sp running for $800. HG just went on it. His buddy works at a LS1 shop, so they are doing bolt ons, heads, and cam while replacing the hg's. |
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