The mid ‘90s LT1 engine will forever be one of my favorites ever produced. When the LT1 debuted in the Camaro/Firebird in 1993, it was a game changer! Just shy of 300hp and a 6-speed tranny….from the F’n factory lol. I upset a ton of 5.0 Mustangs back then with my ‘94 Z28…. and I was a Mustang guy at heart, but those F-bodies were an absolute riot to drive!
Tons of potential also. You can build a 90s Camaro up to run 11 seconds 1/4 mile times without spending too much money. Good cheap platform for building a hotrod back in the day. I'm a corvette guy, though, and I can still appreciate the potential of that car....
So cool to learn the history of the LT1 engines. During the 1970's, I was riding shotgun in my aunt's 1970 Classic White C3 Corvette Stingray coupe with side pipes. My hometown is near the Bowling Green assembly plant. My first visit to the Bowling Green assembly plant was on a school field trip when I was 10 years old. In 1989, I drove my uncle's 1989 white C4 Corvette to senior prom. My aunt and uncle both had automatics but my best friend's mom had a Monza Red Corvette Stingray with side pipes and a manual transmission. Watching her row through the gears had me hooked on manual transmissions. I took delivery of my very own 2015 Arctic White C7 Corvette Stingray Z51 manual 7 speed, on February 13, 2015.
Thanks Richard 😎 . Once again another great video and I know we all appreciate it. As one of the resident LT1 fans I'm still waiting for a budget Street and strip sleeper type build based on an intercooled boosted 90's 5.7 LT1 . These days the guy should be able to do that with a minimal budget and still make some real good power 🤔 🤓
Gen 2 LT1 fan here! I still want to see some budget testing of cams and heads if you can. My 96 Buick Roadmaster sedan needs more torque but I can't afford to waste money on parts unless they really work. By the way my engine has about 160,000 miles on the factory Opti. I'm surprised it survived a water pump change before I really knew anything about it. I have a new Opti I'm gonna use for parts to rebuild the original, since the original trigger/pickup or whatever it's called is better.
I have a 1992 Vette. I love it. It's much smaller than new sports cars and the driving experience is amazing. So much better than those cars you mentioned. After driving one years ago, I knew that I had to buy one!
I'm a Ford guy but to me the Chevy gen 2 was one of my favorites that GM made. It make good power and responds well to mods. A great street engine. Plus has a clean look. It's one of the nicest looking engines out there. Still the best looking swap engine in my opinion. Although I like the L31 vortec(better build platform) for the better heads and the 4 bolt mains as a plus. That 6.2L is making HOT 408 stroker build numbers to good 427 stroker numbers, in a package that can be driven everyday, impressive!!
I appreciate the explanation on how the direct injection was able to run more compression and not get into detonation. More pressure over the piston makes more power
Richard, I know sitting at a dynometer day after day engine noise is a by product of your job and sometimes is probably annoying. BUT the general public / gearheads don't have the opportunity to twist whatever internal combustion engine they want to the moon. I'm hoping I'm not alone in missing the dyno noises in your vids? As always you're going over the top with info and it's always a great study to see what you've done! Thank you for what you're doing and the valuable data you're providing to everyone!
Great comparison! I was especially interested because I had a 70 1/2 Z28 back in the mid 70s then lost interest in muscle cars when the smog engines took over up until 1996 when I test drove an LT4 Corvette and boy it sure reminded me of my old Z28, and yes, those engines felt pretty similar. I've still got the Corvette with the LT4, but I was amazed to see how much HP the gen 3 makes. If I ever need a new engine I'm gonna go with that gen 3 fur sure!
Great article. I own both a 1994 Gen 2 LT1 M6 Trans Am and a 2005 LS2 M6 GTO. I've 1/4 mile raced them both and have also had both chassis dynoed. It is amazing that the Latest LT1 can make so much more HP and torque than any of it's predecessors. I've been told in the past that the heads control how much HP the cam can make.
had a 96 corvette with the LT4 loved it spun a rod bearing at 50K miles GM wanted 10K $ just for basic long block no labor ended up putting in a low mileage LT4 out of a bone yard. car creaked and rattled from everywhere but still loved it. as always life made me sell it. would love another
Excellent comparison Richard. My '96 C4 LT-1 always surprises me how quick it is for a "stock" engine. I'd definitely enjoy seeing a 1995 or 1996 LT-1 build with part numbers / grinders for the cam, and most importantly, how to tune the fuel injection, and ignition after the cam change . Excellent channel Bud
Even if same displacement it would still make more power. They're all great engines. It's amazing to see how far they have came. Even the first Lt1 was amazing.
@@rebel9976 Because you can find running LS engines for under $500 and even the smallest mildest 4.8L makes over 300HP... and even that one is a cam swap away from making 400hp.
I went with a '70 LT-1 clone for my '70 C10 because I wanted to keep it all old school. But those LS motors sure are tempting. I love EFI and built a few systems from scratch in grad school (using a 25MHz 486 PC and hand-wired prototype cards).
I'd love to see a comparison between the original LS7 vs the modern version, and the L88 while you're aft it I'm sure you won't find them in the junkyard, but maybe a 100k sub treat?
I love this guys videos! If you want to learn about Chevrolet engine combinations this is the channel for you. From Gen 1 to Gen 5 this channel has a test of it! 👍
Hey thanks Rich I would like to see more GEN II LT stuff intake manifold, throttle bodies, cylinder heads, cam shafts I know you have mentioned you've ran a fast controller on one. I would like to know more about that. I've owned a few of these cars never had an issue with the opti spark. had well over 100,000 miles on one that had two water pumps puke on it still never failed. I've only changed cap and rotor, maybe I,m lucky. Only issue I see is RPM range I don't really take em past 6000. Anyway I appreciate all of your work...Keep testin I keep watchin
I have a 2017 Camaro SS with the LT1 so I was glad you did the comparison. It's rated as 455/455 from factory but i got mine on a dyno after long tube headers, LT4 throttle body and Roto Fab CAI and got 402 at the wheels. Not impressive but after reviewing the data it went rich after 5500 so killed some HP. I have gradually pulled fuel so I would guess it may be around 410-415 now cus it peaked out at 5700 rpm and this engine has way more to go.
Add flex fuel if it’s available to you & get some porting done. Best bang for the buck mods on these by far. I just had 2” headers, Pray ported stock IM/TB, Rotofab dry & a flex fuel kit to my car. Also had Pray do a dyno tune & it put down 469RW on his dyno. Best he’s ever gotten on a stock motor was 398... it was hot & humid as hell when mine was done so I wouldn’t have even been there for a baseline.
Have a 96 Corvette lt1 in my 72 Corvette. I put the LTCC on it to eliminate the high voltage side of the optispark, so basically the optispark is like one big crank trigger. I love the gen 2 lt1 as they are always downed and are the red headed stepchild of the SBC.
Hey Richard I'm thinking of getting a first tpi intake which I know you have mentioned before, I would love to see a test of it compared to a stock tpi. Also cam and head options for that intake on a 350 or a 383.
Cam duration difference is huge! Amazing how much power a modern engine is able to make with such small cam. I wonder what power would 250 degrees cam make in gen 5
Would probably have to turn off VCT with a cam that big to prevent valve to piston interference. Loosing the advantages of VCT might not make the swap worth it.
The port design of the LT series engines is based loosely upon the LS7 head port design, and that's the best flowing LS head PERIOD. Given the stock power, I don't see why a heads/cam/VCT delete LT1 can't make 700hp N/A.
Great content. I love the info. Please elaborate on the cam 250 at 50 anymore. If one had an impala and wanted the badest cam. Which would you recommend to unleash thee absolute most power out of the LT1 if one wanted to polish the pavement with rubber?
I'd like to see a power comparison between DISI, PFI, and high upstream TBI or PFI to show the advantages of charge cooling. All with the same block, manifold shape, and cam.
I bought my first Corvette in 1972, it was a 1971 LT1, one of my friends had a 1970 LT1 & everytime we raced I beat him, usually by about a fender, he had a hard time accepting the because he had 370hp to my 330hp. Even though it only had 9 to1 compression, it ran really good back in the early 1970's. Right now I have a 1965 Corvette with a 1972 LT1 short block & Performer RPM heads, milled to 58cc, 10.6 to1 compression & it runs pretty good.
i have a 1996 Z28 LT1. i love that engine, a torque monster. even in stock trim with very minor mods like a PCM tune. the car has 255K on it, transmission redone a couple of years ago with a shift kit and higher stall converter. i have daily summer driven this car since 2014. while the paint is beat, it's still a clean car and i love driving it. it's not worth ALLOT so im just going to keep it and drive it as i have been.
Darnell Craig That big old barn door getting 24 mpg at 75-80, I call BS. I have a S550 mustang GT manual shift that will get 26-27 mpg at 65-70. It will get 31 mpg at 55. Boring as it gets. At 80 mph maybe 24 mpg. This car is lighter and more aerodynamic then a 95 Buick Roadmaster wagon. I am and always have been a Chevy man and grew up with the small block Chevy. I still have three Chevrolets with a small block and two of the are LT1s
Don Grizzelle the Roadmaster is pretty aerodynamic, add in the OD trans, 2.73 gears and a 30” tall tire. mine was the sedan also. I have a picture of the tach and speedo where I’m going 80 mph and the tach is at 1800 rpm. I owned that car for 3 years total and drove it all over the eastern US. Around town it wasn’t nearly as good but the interstate is where it shined.
Can anyone answer this question? My 2017 camaro ss has the new LT1 which chevy says is rated at 455hp. But here in vid its shown it to be 518...whats the deal?
Love these 2nd Gen LT1's! I have a 94 Impala SS with the iron heads I'd love to see how the stack up against the aluminum heads from the corvette or the dual overhead version of the LT5
@@theyhatehimbecausehetoldth7576 I'm aware i still want to see how the LT4 and LT5 stand up against the cast iron head lt1 and aluminum head lt1. I had to work on them in a really cool Mastercraft ski boat
I feel as though im stuck in time. Im still rehashing my 350s and 400 small blocks. I know im way behind the times but I am having lots of fun with them. Should I just sell it all and get one of these new motors? I don't know.
Well, first of all I am a hardcore Pontiac guy, and my cars get powered with 400s and 455s... 11 second NA daily drivers are fun. The trucks get powered by different things. The 76 C10 short box came to me with a 305, it was a dog. I put a 400 Pontiac in it and now it could pull the race car and all my tools up hills without downshifting and going full throttle. Then I needed that 400 for a GTO, so a 454 whet in. That lump of iron used three times as much gas as the Pontiac, and made a lot less power, it was actually slower than the 305. So now the old C10 is getting a 6.0 with a 205/217/112 drop in cam, headers, and 706 heads since the 317s need a valve job real bad. I have a vortec headed 400 sbc in the 88 C1500 short box, to me its a slug, because I am used to a bit more grunt than it has. Also can't get the thing to stop leaking, oil comes out everywhere on the poor thing. Its getting replaced with another 6.0 from a rusty 4x4. Its an iron headed 6.0, its in a standard cab long box 2500 Silverado, 4L80 trans, 4.10 gears, its kinda heavy. It actually moves pretty good, and it has embarrassed some modern V6 Mustangs around here. Now it cost me almost as much as a complete rebuild on a Pontiac as it did to put the vortec heads on a 400 short block, sure the heads were only $265 each, but everything they require added up. So far I am about $2000 into the 6.0 that I got with a broken lifter for $350, with the cam, headers, parts, tools, etc. and that is with me using a 5.3 from a roll over as parts, for the 706 heads. So the 5.3 was essentially free and I am still into it for as much as a forged bottom end Pontiac 400 short block. It should make a lot more power than the vortec head 400, and with EFI it should run a lot better too. LS stuff costs more, but on the bright side you can do like I do with Pontiac engines, and make plenty of power with stock parts. You don't have to throw the entire aftermarket at an LS engine to get it to move decent, but they are not what I would call cheap, except to get them. They are cheap to find in junkyards and rusty trucks. Been doing the engine swap/build thing since the 1980s, there is a reason I rarely used the sbc. They cost too much to make them go fast enough to scare me or get a vehicle moving like I am used to. Go drive something with an LS in it and see how it runs. I bet a 5.3 will blow the doors off your stock headed 350 and 400 sbc.
@@michaelangelo8001 really... I get decades out of them over 500hp/600tq. My 700hp 467 is still pulling at 7000rpm, but we stopped the dyno run at 6500, its been together for ten years now. I finally got a fuel system that can hang with it in the 79 Formula. Mickey Thompson went 406mph with Pontiac power in 1960. Justin Shearer runs close to pro mods with Pontiac power. Tommy Youmanns is running faster than Justin and putting down 3300whp There is no oiling issue, there is a stock rod issue, and a stock block over 900hp with some detonation issue, but otherwise they are orders of magnitude better than the sbc in stock form. Now you throw the entire aftermarket at the sbc, and you can make as much hp above 6000, but not as much torque anywhere in the RPM range.. Why didn't Micky run the chevy in 1950? Because the bottom end wasn't strong enough... the 389 was. If not for a transmission failure preventing the return run, that record would have stood until very recently. His son used twin hemi power to run over 400 a few years ago.. No, you have been misinformed about Pontiac. 14 degree heads, 2.11" intake valves, 1.77 exhaust, air gap intake, 6.625" rods, fully machined surfaces and chambers, screw in studs, guide plates, cam retaining plate to control end play, and the ability to fit 540ci in the space the sbc with headers takes up. All of that is either impossible with the sbc, or very expensive aftermarket stuff.. and the LS has all of those too, except the ability to go 540ci. It takes you over $1000 in machine work to get the sbc to the point where the Pontiac is stock... and then the chevy is prone to cracking, but there are plenty of taxicab and delivery van engines out there when you inevitably break it. You just can't spin a stock rod 455 over 6200rpm very often, but you don't need to when its making 500ftlbs at 1500rpm and at 6000. Its not oiling, its a 4.21" stroke and small rod bolts coupled with chevy spin it to the moon thinking. Forged rods on a stock crank and you're good to 7000rpm if you can feed it enough air. I can run mid 11s in a 3500lb car with a 3.08 gear and a stock converter, without a power adder, and spend less than $3k rebuilding the engine, using garden variety heads which are the equivalent of the 882 head to the sbc. You know, common, found everywhere, people give them away... Still waiting to see a chevy do that. The LS is orders of magnitude better than the sbc and more of a lateral move with a Pontiac. Now the Buick, those and the 351C had oiling issues, the Olds leaves lots of oil in the valve covers like the Cleveland so it tends to have issues if you spin it too high for too long. The Pontiac does not, it has very good drain back. If you want to run it at 6000rpm for hours, you just need the 3" main blocks, otherwise the large journal engines will live just fine provided you have good rods in them.
@@SweatyFatGuy You Pontiac guys are deeper in denial than the Ford worshipers. I used to be in the used car business. I've owned hundreds of Pontiacs. I finally got to the point where I wouldn't even bother with them anymore, because they cost' me so much in repair bills and engine replacement. The last one I had (an almost new Paresianne), lost all oil pressure to the lifters, on its way to the auction sale. I just sold it with the lifters clattering, and washed my hands of them. Had a 64 GTO when I was 16, and I should have learned my lesson back then. Yeah, it had a lot of torque, it went through a dozen ten bolt rear ends... But it also wiped out the crankshaft bearings on three engines. I had to sell it because I couldn't afford to drive it any longer.
The LT1s were known to Dyno out to 360HP, why GM underrated them is unknown. Of course we know GM wasn’t gonna allow a Camaro to rate the same as a flagship Corvette. Politics! I also agree the 5th Gen LT-1 is not the same as the original small block Chevy, so not really a comparison in my opinion. Good video and another thing to prove to those that put the 2nd Gen LT1 down don’t know what they are talking about 😉
My 97 is modified and at last dyno I am running 570 h.p. the car is scary fast and sometimes hard to control. I am a Mustang fan and this is my first Camaro. I think I will be keeping a Z/28 in my garage from now on. You don't see many 30th anniversary edition Z/28's anymore. In my opinion the Camaro is a lot better built car than the 97 Mustang.
I have a 1993 z28 with an LT1, delarship replaced 40k ago. I want to boost it, but it looks Iike I'm stuck messing with tuner cats since holley's FAST efi doesn't support omnispark.
On the 90's lt1, I'd like to know how you keep the rods on the inside of the oil pan? I have no luck at that on the bone stock ones(including bone stock hp).
@@richardholdener1727 I would figure a difference in pistons might make a difference. I will do research on my own. I will post any difference in the two blocks I find. I know that my car is faster than my buddies 96 LT1 with similar modifications. Thanks for your hard work and teaching me about Chevy engines!!!
I have an over cammed 350, sounds nice, horrible on fuel & it's anemic, came with my 69. Disappointed to say the least. I knwo it's going to get pulled, but what to replace it with....... looking at 427 Small Blocks w/EFI, or should I go a LS/LT swap? Decisions... DeCisions.... DECISIONS...... hhhmmmm.... Great Vid........ I am also interested in a Modern 302 but haven't found many out there with FI.
Really cool seeing the gen 2 and the 1970 LT-1 side by side I didn't realize the output was so close. Is the cams getting more lift in the newest gen a byproduct of better springs and lifters? I always heard emissions as the claim but that seems more of an argument for the LSA than the lift.
It's for emissions. The wide LSA and low duration camshaft is a recipe for VERY minimal overlap (for silky smooth idle) and decent higher RPM performance (if you can call 5000RPM high lol), but the high lift is there to raise the low end torque enough for even towing applications WITHOUT sacrificing emissions. On the contrary, a high duration and tight LSA camshaft is a recipe for overlap. Overlap is a HUGE detriment to emissions because as you know the intake and exhaust valves are open at the same time, which means a portion of the A/F mixture goes into the exhaust at the top of the exhaust stroke. The unburnt fuel is burnt at the catalytic converter (that's the entire purpose of a CAT converter) along with the excess of fuel igniting raises the Cat temperature significantly and destroys it VERY quickly.
The 5.7 LT1 should have the number '327' stamped on the bottom of the engine block near motor mounts and 5.7 on the block behind intake where the motor connects to the transmission. The L99 4.3 engine has '588' on the engine block in same places and 4.3 behind intake or near firewall of car.
In 1970 -The 1970 LT-1 Engine in Corvette. Had bigger inch exhaust pipes ,and had 2- Signal Mufflers. In the 1970 Camaro Z-28 LT-1. Exhaust pipes smaller. And the Exhaust went into 1- Muffler,. That was than 360 HP And out tail pipes. That add back pressure, cut down the Horsepower. I have a 1970 Chevy Camaro Z-28. I changed too- two and a half inch round Exhaust Pipes. And Two Mufflers. That put Horsepower up to 370 Horsepower
Do they make after market intakes for the 90’s lt1? A good one. My buddy has one with heads, cam and the manifold is always in vacuum. As in, at WOT it never gets over 97kpa and usually rides about 93-94kpa. The 97 is usually right before peak torque then drops from there. Has a big throttle body and we even tried taking the entire intake tube off. Thinking maybe it was the filter and tube and it did nothing.
I agree there needs to be more dyno noises but you're complaining it's 2020 critiquing someone else's videos yet don't have a single one of your own? Try putting the amount of info Richard is in each video into your own and see how much fun all the editing and fact chasing is, let alone trying to create something to appease everyone. ;)
My brother and I stuck a early LT1 in my ‘69 GMC 1500 2wd with a three on the tree and 3:73 limited slip diff. It would spin into third even with MT L60’s on the rear and I never found top end! The fastest I ever took it was the speedo all the way around and back to 20! Anyone who might doubt this can ask the girl I was trying to impress and my friend who told me it was time to slow down! Lol! It’s a bad feeling when the front end is floating!
I know I'm late to the party, but I'd really like to see every significant factory version of the Chevy small block (Gen I, Gen II, LT5, LS, LT) with a comparable modern camshaft and lifter/rocker arrangement put against each other on a dyno
My 97 Camaro z with LT1 is rated at factory at 285 horse , my 97 Vette with LS1 is rated at 345hp,, and thats about the difference that I feel in the seat of my pants too,,the LS One is a good step up from the LT1.
Thanks Richard, like you I like the old school stuff too.. My father scored a ‘70 LT1 long motor in the mid to late 70s (out of his Boss’ genuine LT1 Vette which had a BB fitted!!) and put it in his ‘69 Holden Ute here in Oz!!! Was an impressive car - even as a 7 or 8 year old kid!! Hard to ignore the technological advances of the Gen V. I was surprised to see a relatively flat torque curve from the short runner intake on the second gen LT1.. would a long runner intake add value in that application ?
What has been your experience with the sludge build up in intakes and heads on the modern DI engines?? Would water/alcohol use keep the intake tracts uhhhh steam cleaned and help prevent this build up??
It’s interesting how much torque the Gen 2 LT1 had considering the very short intake runners. It must have really been held back with its camshaft. A huge cam to match the intake runner could really make that little engine shine . It’s too bad cam swaps weren’t popular during the Gen 2 heyday
I had a 93z28 that I put Llyod Elliot ported heads, ported intake, 58mm dual blade throttle body, bigger injectors (cant remember how big), aftermarket billet optispark (called a dynaspark), a large rowdy cam that was recommended by Llyod. Longtubes, true duals etc... It went from a good running, fun car, to an absolute MONSTER for an N/A 350 cube small block. Just how it would have run on the track, I dont know. But it certainly had no troubles with any ls1 it crossed back then. Admittedly, heavily modded ls1 cars were few and far between at that point, but it's a good point of reference. Ls's start at an advantage, but the LT1 was certainly no slouch.
In my 30th Z/28 Im putting in a set of LE2 ported stock heads, a custom grind cam, Le ported stock intake with all the best bolt ons, racetronix fuel pump, 36lb injectors 24x, hptuners etc etc too much to list but I should be around 420 whp mark give or take. That's my goal at least. She should scream well!😎 stock bottom still, at ~70k miles. Ive had the car since August 2010.
I got a gen 2 LT1 in my 30th Z/28. Im putting in a set of LE2 ported stock heads, a custom grind cam, Le ported stock intake with all the best bolt ons, racetronix fuel pump, 36lb injectors 24x, hptuners etc etc too much to list but I should be around 420 whp mark give or take. That's my goal at least. She should scream decent!😎 stock bottom still, at ~70k miles. I've had the car since August 2010 t56 t-top car wouldn't have it any other way!! 😅😅
It would be interesting to see you get your hands on an Olds 403 for the other guys series. Ive always wanted to see what they could do on a dyno with is extremely oversquare design and having the largest bore of the GM v8s.
That's not a bad idea until you look at the bottom end of a 403. All the hardcore Olds guys use diesel blocks and none of them use 403 blocks. For a street driven car with less than 400hp it's probably not a big deal. Just for everyone else, an olds 350 will be.more durable and a 425 or 455 is almost as easy to fit and more durable. Unless you are getting the shortblock for free, I would probably try to find one of the more desirable engines.
@@timothybayliss6680 Undoubtedly the 403 has some definite issues with its shortblock, along with its pretty short production run, but with the kind of testing he is doing with the other guys series I think it would be interesting to look at mainly due to its unorthodox bore/stroke for a 400 cube engine.
Had a minty clean 77 Electra coupe back in 01. 3.23 posi from a roadmaster, shift kit, cheap summit cam, open air cleaner, and headers with 2.5 inch exhaust. That big bitch was quick.
“Drain holes” were on the early spline drive Opti, 3 on the body of the distributor. 95-97 Opti (pin drive) has no holes but did have a cross flow ventilation design to eliminate ozone and moisture that plagued the early design. Cam timing gear and timing cover are not interchangeable between the two designs. I did a write up on venting the early design using the same vacuum harness from the late design plus vacuum fittings 10 years ago on LS1Tech’s LT1-LT4 section.
@@richardholdener1727 after watching your video I had to get one of these and I think I want to put a cam in it but not change other things. Rockers and springs and so forth. Would you recommend a good cam that would gain hp but not change other things? Again its the 97 Lt1 original 24000 miles. Barely broke in. Thanks for your input
Can someone explain me why the original lt1 made so little power. It has decent displacement, high CR and big cam. I’d expect more power from this combo. What’s the bottle neck in it? Intake manifold? Head flow?
You never mentioned what type of valve lifters were used in the different versions. I know the newest version has hydraulic rollers but do both of the others have hydraulic flat tappets? Weren't solid lifters used in some LT1's? What year did GM start using hydraulic rollers in most of their engines?
The mid ‘90s LT1 engine will forever be one of my favorites ever produced. When the LT1 debuted in the Camaro/Firebird in 1993, it was a game changer! Just shy of 300hp and a 6-speed tranny….from the F’n factory lol. I upset a ton of 5.0 Mustangs back then with my ‘94 Z28…. and I was a Mustang guy at heart, but those F-bodies were an absolute riot to drive!
Tons of potential also. You can build a 90s Camaro up to run 11 seconds 1/4 mile times without spending too much money. Good cheap platform for building a hotrod back in the day. I'm a corvette guy, though, and I can still appreciate the potential of that car....
That was the same time the phrase 5 point slow was invented
The best part of waking up is reving engines up
Hell yea you need to make that saying into a tee-shirt
@jamarvelous not on this channel 💀
Every morning I wake up to a new R.H. video. It's literally part of my morning routine now.
I literally sung that.
Especially 2 strokes
So cool to learn the history of the LT1 engines. During the 1970's, I was riding shotgun in my aunt's 1970 Classic White C3 Corvette Stingray coupe with side pipes. My hometown is near the Bowling Green assembly plant. My first visit to the Bowling Green assembly plant was on a school field trip when I was 10 years old. In 1989, I drove my uncle's 1989 white C4 Corvette to senior prom. My aunt and uncle both had automatics but my best friend's mom had a Monza Red Corvette Stingray with side pipes and a manual transmission. Watching her row through the gears had me hooked on manual transmissions. I took delivery of my very own 2015 Arctic White C7 Corvette Stingray Z51 manual 7 speed, on February 13, 2015.
Congratulations! Nice car!
I'd like to see head comparison TFS, AFR advanced airflow or a big bang LT1 92-97 version.
And total engine airflow ported factory heads
Advanced induction.
I still have my1993 Z28 with LT4 Hot Cam, 1.6 roller rockers, B&M 2400, Jet-Hot ceramic coated headers
Me too
Same set up
That was the hot ticket
What stage is a lt4 hot cam?
👍👍👍...! Can't wait for you to mod and show us the true potential of the 6.2 LT1 (Gen5) . Thank you much Richard!
Thanks Richard 😎 . Once again another great video and I know we all appreciate it. As one of the resident LT1 fans I'm still waiting for a budget Street and strip sleeper type build based on an intercooled boosted 90's 5.7 LT1 . These days the guy should be able to do that with a minimal budget and still make some real good power 🤔 🤓
400 Chevrolet block
Loved the comparison especially since we just acquired a clean 1995 Impala SS.
Miss my DCM 95 SS! I was always under the impression that the iron heads on the B Body LT1s flowed better than the aluminum on F Body’s.
Gen 2 LT1 fan here! I still want to see some budget testing of cams and heads if you can. My 96 Buick Roadmaster sedan needs more torque but I can't afford to waste money on parts unless they really work. By the way my engine has about 160,000 miles on the factory Opti. I'm surprised it survived a water pump change before I really knew anything about it. I have a new Opti I'm gonna use for parts to rebuild the original, since the original trigger/pickup or whatever it's called is better.
Love the 90s gen 2 LT1 🙏🏽🙏🏽🙏🏽
I thoroughly enjoy my Gen 2 LT1.. it's nestled in a 96 WS6 6sm.. it has a 150,000mi.. it's a MULE crossed with race horse!
What gear ratio in Buick road Master?
@@the.reel.mccoy. get ready for a transmission first lol. Mine has 173k miles. Showed no signs of blowing up. Out of no where the sun shell busted.
@@davidcallahan5157 mine has a 2.53 lol
GM's Coddling of the corvette has been fun to watch.
1991 Corvette had L-98 engine, 1992 corvette had LT-1 engine, 1992 LT-1 hit 172.2mph top speed, trouncing supra/rx-8, 300zx twin turbo, Mitsu VR-4 twin turbo.
I have a 1992 Vette. I love it. It's much smaller than new sports cars and the driving experience is amazing. So much better than those cars you mentioned. After driving one years ago, I knew that I had to buy one!
I'm a Ford guy but to me the Chevy gen 2 was one of my favorites that GM made. It make good power and responds well to mods. A great street engine. Plus has a clean look. It's one of the nicest looking engines out there. Still the best looking swap engine in my opinion. Although I like the L31 vortec(better build platform) for the better heads and the 4 bolt mains as a plus. That 6.2L is making HOT 408 stroker build numbers to good 427 stroker numbers, in a package that can be driven everyday, impressive!!
I appreciate the explanation on how the direct injection was able to run more compression and not get into detonation. More pressure over the piston makes more power
Richard, I know sitting at a dynometer day after day engine noise is a by product of your job and sometimes is probably annoying. BUT the general public / gearheads don't have the opportunity to twist whatever internal combustion engine they want to the moon. I'm hoping I'm not alone in missing the dyno noises in your vids? As always you're going over the top with info and it's always a great study to see what you've done! Thank you for what you're doing and the valuable data you're providing to everyone!
Sure would like to see a big Duntov cam in LT!
You what I like with Steve Morris engines, He doesn’t talk and talk and talk and talk, he just does!
Just found this video. I would love for you to do tests on the gen 2 LT1. See what a ported heads, intake, big cam would do for it power wise
Great comparison! I was especially interested because I had a 70 1/2 Z28 back in the mid 70s then lost interest in muscle cars when the smog engines took over up until 1996 when I test drove an LT4 Corvette and boy it sure reminded me of my old Z28, and yes, those engines felt pretty similar. I've still got the Corvette with the LT4, but I was amazed to see how much HP the gen 3 makes. If I ever need a new engine I'm gonna go with that gen 3 fur sure!
Great article. I own both a 1994 Gen 2 LT1 M6 Trans Am and a 2005 LS2 M6 GTO. I've 1/4 mile raced them both and have also had both chassis dynoed. It is amazing that the Latest LT1 can make so much more HP and torque than any of it's predecessors. I've been told in the past that the heads control how much HP the cam can make.
I want to see your mid 90s Lt1 video. I like these engines, I think they still have good potential
Surprising to see such similar curves with such different cams between Gen 1 & 2.
had a 96 corvette with the LT4 loved it spun a rod bearing at 50K miles GM wanted 10K $ just for basic long block no labor ended up putting in a low mileage LT4 out of a bone yard. car creaked and rattled from everywhere but still loved it. as always life made me sell it. would love another
I like the original 1970. Back when you opened the hood and saw jewelry not plastic.
Alot of that plastic is actually insulation to stop heat cooking your bonnet
While I do agree they are a better looking engine I’d much rather have the extra 150hp, drivability and reliability.
You can replace the plastic
The original 92 lt1 had a full aluminum intake and magnesium valve covers still.
1993 corvette lt1 6speed manual here ...it is Funn#!!’
Quick question- you never explained fuel management for gen2 LT1... how were you operating the engine to obtain that rpm runout? Thank you
Should take a gen 2 lt1 put a cam in it with the same specs as the gen 3 and see how it comepared
They are very, very close stock. The 1.8 ratio roller rocker is where the lift comes in. The lobe lift isn't much different.
I wish GM didn't reuse the LTX name. Makes things a bit of a pain looking up parts and information through google for my gen 2
Excellent comparison Richard. My '96 C4 LT-1 always surprises me how quick it is for a "stock" engine.
I'd definitely enjoy seeing a 1995 or 1996 LT-1 build with part numbers / grinders for the cam, and most importantly, how to tune the fuel injection, and ignition after the cam change .
Excellent channel Bud
Even if same displacement it would still make more power. They're all great engines. It's amazing to see how far they have came. Even the first Lt1 was amazing.
90s lt1 is under rated but LS cheapness has taken over
They were underrated from the factory too.
Yup. It's def the red head stepchild of the chevy v8. I have a 530hp LT4 in my c4. I absolutely love gapping many many ls cars. They be mad.
how the fuck are LS cheap????? literally i believe the opposite
@@rebel9976
Because you can find running LS engines for under $500 and even the smallest mildest 4.8L makes over 300HP... and even that one is a cam swap away from making 400hp.
@@stlchucko remember,those are flywheel numbers
I went with a '70 LT-1 clone for my '70 C10 because I wanted to keep it all old school. But those LS motors sure are tempting. I love EFI and built a few systems from scratch in grad school (using a 25MHz 486 PC and hand-wired prototype cards).
I'd love to see a comparison between the original LS7 vs the modern version, and the L88 while you're aft it I'm sure you won't find them in the junkyard, but maybe a 100k sub treat?
I love this guys videos! If you want to learn about Chevrolet engine combinations this is the channel for you. From Gen 1 to Gen 5 this channel has a test of it! 👍
Great comparison, always enjoy seeing the outcome.
Hey thanks Rich I would like to see more GEN II LT stuff intake manifold, throttle bodies, cylinder heads, cam shafts
I know you have mentioned you've ran a fast controller on one. I would like to know more about that.
I've owned a few of these cars never had an issue with the opti spark. had well over 100,000 miles on one that had
two water pumps puke on it still never failed. I've only changed cap and rotor, maybe I,m lucky. Only issue I see is
RPM range I don't really take em past 6000.
Anyway I appreciate all of your work...Keep testin I keep watchin
Ever done anything on the Lotus designed DOHC Chevy V8 (LT5?) wondering what they can do compared to the usual pushrod motors?
That doesn't count as a Chevy. But it'll put down good numbers. They were rated at 375-405 net hp and had a variable intake.
Man after my own heart whomever came up with this video. Hell yeah.
The gen 2 lt1 has a windage tray as well. Not just the gen 5. Maybe not as good but still has one.
I was going to make this comment too
The LT1 really bought back performance to the Corvette in '92. And it's amazing the power it makes considering stock it had such a "weak" camshaft.
Love all of them. Especially all that tech in the 6.2L. But....1970 = clackety, clackety, tick, tick, tick SOLID CAM!!! ♥️♥️
It would be interesting to see the gen 2 lt1 stroked to 383 with no other changes except tuning then compare it to the modern lt1???
Maybe add a cam.
I'd think that might help level the playing field with the latest LT1. Good idea.
How much of the difference between the Gen1 and Gen2 power difference is due to the roller cam and valve train?
🙋🏼♂️
LT1 fan here! But I’m biased to gen2..
I have a 2017 Camaro SS with the LT1 so I was glad you did the comparison. It's rated as 455/455 from factory but i got mine on a dyno after long tube headers, LT4 throttle body and Roto Fab CAI and got 402 at the wheels. Not impressive but after reviewing the data it went rich after 5500 so killed some HP. I have gradually pulled fuel so I would guess it may be around 410-415 now cus it peaked out at 5700 rpm and this engine has way more to go.
Add flex fuel if it’s available to you & get some porting done. Best bang for the buck mods on these by far. I just had 2” headers, Pray ported stock IM/TB, Rotofab dry & a flex fuel kit to my car. Also had Pray do a dyno tune & it put down 469RW on his dyno. Best he’s ever gotten on a stock motor was 398... it was hot & humid as hell when mine was done so I wouldn’t have even been there for a baseline.
I'd like to know what the horsepower of the old 350/350 and the 350/370 LT-1 would be using our current net rating as used by manufacturers presently.
please see the video where I tested all of them
Have a 96 Corvette lt1 in my 72 Corvette. I put the LTCC on it to eliminate the high voltage side of the optispark, so basically the optispark is like one big crank trigger. I love the gen 2 lt1 as they are always downed and are the red headed stepchild of the SBC.
Looking forward to some Gen V LT1 work.
Hey Richard I'm thinking of getting a first tpi intake which I know you have mentioned before, I would love to see a test of it compared to a stock tpi. Also cam and head options for that intake on a 350 or a 383.
Jazz hands in the conclusion lol.
Yes to more comparisons like this one!!!
Thanks for the testing Richard.
Richard what kind of ignition control box are u using on the gen2 lt1. I got a c4 vetter thats in dire need of a new way to control the motor
I would suggest a 24x conversion
Cam duration difference is huge! Amazing how much power a modern engine is able to make with such small cam. I wonder what power would 250 degrees cam make in gen 5
Would probably have to turn off VCT with a cam that big to prevent valve to piston interference. Loosing the advantages of VCT might not make the swap worth it.
The port design of the LT series engines is based loosely upon the LS7 head port design, and that's the best flowing LS head PERIOD. Given the stock power, I don't see why a heads/cam/VCT delete LT1 can't make 700hp N/A.
Great content. I love the info. Please elaborate on the cam 250 at 50 anymore. If one had an impala and wanted the badest cam. Which would you recommend to unleash thee absolute most power out of the LT1 if one wanted to polish the pavement with rubber?
BIG CAM ARE SOFT DOWN LOW-NOT WHAT YOU WANT TO TURN THE TIRES
I'd like to see a power comparison between DISI, PFI, and high upstream TBI or PFI to show the advantages of charge cooling. All with the same block, manifold shape, and cam.
I bought my first Corvette in 1972, it was a 1971 LT1, one of my friends had a 1970 LT1 & everytime we raced I beat him, usually by about a fender, he had a hard time accepting the because he had 370hp to my 330hp. Even though it only had 9 to1 compression, it ran really good back in the early 1970's. Right now I have a 1965 Corvette with a 1972 LT1 short block & Performer RPM heads, milled to 58cc, 10.6 to1 compression & it runs pretty good.
Wasn't there a 4.8 or something lt1 cast heads in the caprice and Impala ss
it was actually a 4.3L which had iron heads and the 5.7L LT1s in the Caprice/Road Master had iron heads as well
i have a 1996 Z28 LT1. i love that engine, a torque monster. even in stock trim with very minor mods like a PCM tune. the car has 255K on it, transmission redone a couple of years ago with a shift kit and higher stall converter. i have daily summer driven this car since 2014. while the paint is beat, it's still a clean car and i love driving it. it's not worth ALLOT so im just going to keep it and drive it as i have been.
I loved it! I have a 92 corvette with Gen 2 Lt1. I will swap the new gen v Lt1 in it asap. Big cam, too! 550hp net... Going with the Tremec 7 speed.
My 95 Roadmaster would run low 14s with almost no performance mods and got 24 mpg at 75-80 mph. The LT-1 was a huge step forward for GM.
Darnell Craig That big old barn door getting 24 mpg at 75-80, I call BS. I have a S550 mustang GT manual shift that will get 26-27 mpg at 65-70. It will get 31 mpg at 55. Boring as it gets. At 80 mph maybe 24 mpg. This car is lighter and more aerodynamic then a 95 Buick Roadmaster wagon.
I am and always have been a Chevy man and grew up with the small block Chevy. I still have three Chevrolets with a small block and two of the are LT1s
My caprice would get that too.
Don Grizzelle the Roadmaster is pretty aerodynamic, add in the OD trans, 2.73 gears and a 30” tall tire. mine was the sedan also. I have a picture of the tach and speedo where I’m going 80 mph and the tach is at 1800 rpm. I owned that car for 3 years total and drove it all over the eastern US. Around town it wasn’t nearly as good but the interstate is where it shined.
Can anyone answer this question?
My 2017 camaro ss has the new LT1 which chevy says is rated at 455hp.
But here in vid its shown it to be 518...whats the deal?
different test methods
Love these 2nd Gen LT1's! I have a 94 Impala SS with the iron heads I'd love to see how the stack up against the aluminum heads from the corvette or the dual overhead version of the LT5
The lt5 is a completely different engine
@@theyhatehimbecausehetoldth7576 I'm aware i still want to see how the LT4 and LT5 stand up against the cast iron head lt1 and aluminum head lt1. I had to work on them in a really cool Mastercraft ski boat
@@LEXLUTHER66666 oh alright, it just seemed like you thought the lt5 was just a dual overhead cam version of the lt1, which it definitely isn't.
@@theyhatehimbecausehetoldth7576 its certainly different. Made for a fast Prostar though
From factory the cast flows better than the aluminum LT1 heads. It's when you start to port them is when the aluminum surpasses the cast
I feel as though im stuck in time. Im still rehashing my 350s and 400 small blocks. I know im way behind the times but I am having lots of fun with them. Should I just sell it all and get one of these new motors? I don't know.
Well, first of all I am a hardcore Pontiac guy, and my cars get powered with 400s and 455s... 11 second NA daily drivers are fun. The trucks get powered by different things. The 76 C10 short box came to me with a 305, it was a dog. I put a 400 Pontiac in it and now it could pull the race car and all my tools up hills without downshifting and going full throttle. Then I needed that 400 for a GTO, so a 454 whet in. That lump of iron used three times as much gas as the Pontiac, and made a lot less power, it was actually slower than the 305. So now the old C10 is getting a 6.0 with a 205/217/112 drop in cam, headers, and 706 heads since the 317s need a valve job real bad.
I have a vortec headed 400 sbc in the 88 C1500 short box, to me its a slug, because I am used to a bit more grunt than it has. Also can't get the thing to stop leaking, oil comes out everywhere on the poor thing. Its getting replaced with another 6.0 from a rusty 4x4. Its an iron headed 6.0, its in a standard cab long box 2500 Silverado, 4L80 trans, 4.10 gears, its kinda heavy. It actually moves pretty good, and it has embarrassed some modern V6 Mustangs around here.
Now it cost me almost as much as a complete rebuild on a Pontiac as it did to put the vortec heads on a 400 short block, sure the heads were only $265 each, but everything they require added up. So far I am about $2000 into the 6.0 that I got with a broken lifter for $350, with the cam, headers, parts, tools, etc. and that is with me using a 5.3 from a roll over as parts, for the 706 heads. So the 5.3 was essentially free and I am still into it for as much as a forged bottom end Pontiac 400 short block. It should make a lot more power than the vortec head 400, and with EFI it should run a lot better too. LS stuff costs more, but on the bright side you can do like I do with Pontiac engines, and make plenty of power with stock parts. You don't have to throw the entire aftermarket at an LS engine to get it to move decent, but they are not what I would call cheap, except to get them. They are cheap to find in junkyards and rusty trucks.
Been doing the engine swap/build thing since the 1980s, there is a reason I rarely used the sbc. They cost too much to make them go fast enough to scare me or get a vehicle moving like I am used to. Go drive something with an LS in it and see how it runs. I bet a 5.3 will blow the doors off your stock headed 350 and 400 sbc.
It's all about cubic inches and heads. The old SBC will make just as much power.
@@SweatyFatGuy Pontiacs have oiling issues, and won't stay together.
@@michaelangelo8001 really... I get decades out of them over 500hp/600tq. My 700hp 467 is still pulling at 7000rpm, but we stopped the dyno run at 6500, its been together for ten years now. I finally got a fuel system that can hang with it in the 79 Formula. Mickey Thompson went 406mph with Pontiac power in 1960. Justin Shearer runs close to pro mods with Pontiac power. Tommy Youmanns is running faster than Justin and putting down 3300whp
There is no oiling issue, there is a stock rod issue, and a stock block over 900hp with some detonation issue, but otherwise they are orders of magnitude better than the sbc in stock form. Now you throw the entire aftermarket at the sbc, and you can make as much hp above 6000, but not as much torque anywhere in the RPM range..
Why didn't Micky run the chevy in 1950? Because the bottom end wasn't strong enough... the 389 was. If not for a transmission failure preventing the return run, that record would have stood until very recently. His son used twin hemi power to run over 400 a few years ago..
No, you have been misinformed about Pontiac. 14 degree heads, 2.11" intake valves, 1.77 exhaust, air gap intake, 6.625" rods, fully machined surfaces and chambers, screw in studs, guide plates, cam retaining plate to control end play, and the ability to fit 540ci in the space the sbc with headers takes up. All of that is either impossible with the sbc, or very expensive aftermarket stuff.. and the LS has all of those too, except the ability to go 540ci. It takes you over $1000 in machine work to get the sbc to the point where the Pontiac is stock... and then the chevy is prone to cracking, but there are plenty of taxicab and delivery van engines out there when you inevitably break it.
You just can't spin a stock rod 455 over 6200rpm very often, but you don't need to when its making 500ftlbs at 1500rpm and at 6000. Its not oiling, its a 4.21" stroke and small rod bolts coupled with chevy spin it to the moon thinking. Forged rods on a stock crank and you're good to 7000rpm if you can feed it enough air.
I can run mid 11s in a 3500lb car with a 3.08 gear and a stock converter, without a power adder, and spend less than $3k rebuilding the engine, using garden variety heads which are the equivalent of the 882 head to the sbc. You know, common, found everywhere, people give them away... Still waiting to see a chevy do that.
The LS is orders of magnitude better than the sbc and more of a lateral move with a Pontiac.
Now the Buick, those and the 351C had oiling issues, the Olds leaves lots of oil in the valve covers like the Cleveland so it tends to have issues if you spin it too high for too long. The Pontiac does not, it has very good drain back. If you want to run it at 6000rpm for hours, you just need the 3" main blocks, otherwise the large journal engines will live just fine provided you have good rods in them.
@@SweatyFatGuy You Pontiac guys are deeper in denial than the Ford worshipers.
I used to be in the used car business. I've owned hundreds of Pontiacs. I finally got to the point where I wouldn't even bother with them anymore, because they cost' me so much in repair bills and engine replacement.
The last one I had (an almost new Paresianne), lost all oil pressure to the lifters, on its way to the auction sale. I just sold it with the lifters clattering, and washed my hands of them.
Had a 64 GTO when I was 16, and I should have learned my lesson back then. Yeah, it had a lot of torque, it went through a dozen ten bolt rear ends... But it also wiped out the crankshaft bearings on three engines. I had to sell it because I couldn't afford to drive it any longer.
Late to the video. We just bought a 94 Z28. What is the best opispark for this engine? Thanks to anyone that responds.
the one where you don't run the optispark
@@richardholdener1727 which one is that?
The LT1s were known to Dyno out to 360HP, why GM underrated them is unknown. Of course we know GM wasn’t gonna allow a Camaro to rate the same as a flagship Corvette. Politics! I also agree the 5th Gen LT-1 is not the same as the original small block Chevy, so not really a comparison in my opinion. Good video and another thing to prove to those that put the 2nd Gen LT1 down don’t know what they are talking about 😉
I’d love to see what kind of power you can pull out of the gen2 lt1
My 97 is modified and at last dyno I am running 570 h.p. the car is scary fast and sometimes hard to control. I am a Mustang fan and this is my first Camaro. I think I will be keeping a Z/28 in my garage from now on. You don't see many 30th anniversary edition Z/28's anymore. In my opinion the Camaro is a lot better built car than the 97 Mustang.
Great video! Love me some LT1 action. Now you have me itching for LT5 vs. LT5! So 90-95 ZR-1 vs 19 ZR1.
so much yes.
I have a 1993 z28 with an LT1, delarship replaced 40k ago. I want to boost it, but it looks Iike I'm stuck messing with tuner cats since holley's FAST efi doesn't support omnispark.
On the 90's lt1, I'd like to know how you keep the rods on the inside of the oil pan? I have no luck at that on the bone stock ones(including bone stock hp).
I've had no problem and I bracket race mine weekly.
@@bartpang mine made it 2 tanks of gas after I bought it, daily drove not raced.
@@AndyFromm I guess you got some wore out junk then. I bought my 94 Corvette with 117K and bracket raced for 3 years.
@@bartpang junk is right.
My 97 Z/28 has an interceptor block. What is the hp difference in the LT1 block and the interceptor block?
NOT SURE HOW THE BLOCK WILL CHANGE POWER
@@richardholdener1727 I would figure a difference in pistons might make a difference. I will do research on my own. I will post any difference in the two blocks I find. I know that my car is faster than my buddies 96 LT1 with similar modifications. Thanks for your hard work and teaching me about Chevy engines!!!
@@ronbridges678 Never heard of an interceptor block
I have an over cammed 350, sounds nice, horrible on fuel & it's anemic, came with my 69. Disappointed to say the least.
I knwo it's going to get pulled, but what to replace it with....... looking at 427 Small Blocks w/EFI, or should I go a LS/LT swap? Decisions... DeCisions.... DECISIONS...... hhhmmmm....
Great Vid........ I am also interested in a Modern 302 but haven't found many out there with FI.
Would love to see a bolt on gen v lt1 vs stock ls7. What's crazy is I think the modern lt1 with a few bolt on will out perform a stock ls7
Really cool seeing the gen 2 and the 1970 LT-1 side by side I didn't realize the output was so close. Is the cams getting more lift in the newest gen a byproduct of better springs and lifters? I always heard emissions as the claim but that seems more of an argument for the LSA than the lift.
It's for emissions. The wide LSA and low duration camshaft is a recipe for VERY minimal overlap (for silky smooth idle) and decent higher RPM performance (if you can call 5000RPM high lol), but the high lift is there to raise the low end torque enough for even towing applications WITHOUT sacrificing emissions.
On the contrary, a high duration and tight LSA camshaft is a recipe for overlap. Overlap is a HUGE detriment to emissions because as you know the intake and exhaust valves are open at the same time, which means a portion of the A/F mixture goes into the exhaust at the top of the exhaust stroke. The unburnt fuel is burnt at the catalytic converter (that's the entire purpose of a CAT converter) along with the excess of fuel igniting raises the Cat temperature significantly and destroys it VERY quickly.
Externally how can you tell the difference from a 5.7L (P) LT-1 Engine and a 4.3L LT-1 Engine that was offered in the Caprice???
The 5.7 LT1 should have the number '327' stamped on the bottom of the engine block near motor mounts and 5.7 on the block behind intake where the motor connects to the transmission. The L99 4.3 engine has '588' on the engine block in same places and 4.3 behind intake or near firewall of car.
Hooray! Some Gen V LT1 content!
In 1970 -The 1970 LT-1 Engine in Corvette. Had bigger inch exhaust pipes ,and had 2- Signal Mufflers. In the 1970 Camaro Z-28 LT-1. Exhaust pipes smaller. And the Exhaust went into 1- Muffler,. That was than 360 HP And out tail pipes. That add back pressure, cut down the Horsepower. I have a 1970 Chevy Camaro Z-28. I changed too- two and a half inch round Exhaust Pipes. And Two Mufflers. That put Horsepower up to 370 Horsepower
My favorite Muscle car SBC-but those motors never made 370 hp through stock manifolds-even with your exhaust mod-I built one and tested it
Do they make after market intakes for the 90’s lt1? A good one. My buddy has one with heads, cam and the manifold is always in vacuum. As in, at WOT it never gets over 97kpa and usually rides about 93-94kpa. The 97 is usually right before peak torque then drops from there. Has a big throttle body and we even tried taking the entire intake tube off. Thinking maybe it was the filter and tube and it did nothing.
They need a lot of work and can flow more than most would believe. Been there done that
At some point you’re going to have to start showing clips of the dyno runs.
Yes please
When he does the sound quality is horrible :(
Most of his videos use dyno runs from years ago, so I assume they didn't record them at the time.
Gone Nutz Racing Yeah, I’m aware of that. New builds should be recorded. This is 2020...
I agree there needs to be more dyno noises but you're complaining it's 2020 critiquing someone else's videos yet don't have a single one of your own? Try putting the amount of info Richard is in each video into your own and see how much fun all the editing and fact chasing is, let alone trying to create something to appease everyone. ;)
My brother and I stuck a early LT1 in my ‘69 GMC 1500 2wd with a three on the tree and 3:73 limited slip diff. It would spin into third even with MT L60’s on the rear and I never found top end! The fastest I ever took it was the speedo all the way around and back to 20! Anyone who might doubt this can ask the girl I was trying to impress and my friend who told me it was time to slow down! Lol! It’s a bad feeling when the front end is floating!
You didn’t mention what you used to run the later LT1’s, factory ECU’s or Holley terminator?
I don't think aftermarket ECM run direct injection yet? so probably tuned stock ECM
john somethin Holley Terminator X Gen 5 LT was recently released so wondering how well it works
@@rlscustoms I didn't know. that's cool. going to open up a bunch of. options
john somethin yup exactly
I know I'm late to the party, but I'd really like to see every significant factory version of the Chevy small block (Gen I, Gen II, LT5, LS, LT) with a comparable modern camshaft and lifter/rocker arrangement put against each other on a dyno
you should do a gen 2 lt1 vs a ls1
I'd like to see Gen II LT4 vs LS1
My 97 Camaro z with LT1 is rated at factory at 285 horse , my 97 Vette with LS1 is rated at 345hp,, and thats about the difference that I feel in the seat of my pants too,,the LS One is a good step up from the LT1.
Thanks Richard, like you I like the old school stuff too.. My father scored a ‘70 LT1 long motor in the mid to late 70s (out of his Boss’ genuine LT1 Vette which had a BB fitted!!) and put it in his ‘69 Holden Ute here in Oz!!! Was an impressive car - even as a 7 or 8 year old kid!!
Hard to ignore the technological advances of the Gen V. I was surprised to see a relatively flat torque curve from the short runner intake on the second gen LT1.. would a long runner intake add value in that application ?
Great vid to wake up to. I would love to see some back to back testing of cams and such on the Gen II.
What has been your experience with the sludge build up in intakes and heads on the modern DI engines?? Would water/alcohol use keep the intake tracts uhhhh steam cleaned and help prevent this build up??
It’s interesting how much torque the Gen 2 LT1 had considering the very short intake runners. It must have really been held back with its camshaft. A huge cam to match the intake runner could really make that little engine shine . It’s too bad cam swaps weren’t popular during the Gen 2 heyday
I had a 93z28 that I put Llyod Elliot ported heads, ported intake, 58mm dual blade throttle body, bigger injectors (cant remember how big), aftermarket billet optispark (called a dynaspark), a large rowdy cam that was recommended by Llyod. Longtubes, true duals etc... It went from a good running, fun car, to an absolute MONSTER for an N/A 350 cube small block. Just how it would have run on the track, I dont know. But it certainly had no troubles with any ls1 it crossed back then. Admittedly, heavily modded ls1 cars were few and far between at that point, but it's a good point of reference. Ls's start at an advantage, but the LT1 was certainly no slouch.
In my 30th Z/28 Im putting in a set of LE2 ported stock heads, a custom grind cam, Le ported stock intake with all the best bolt ons, racetronix fuel pump, 36lb injectors 24x, hptuners etc etc too much to list but I should be around 420 whp mark give or take. That's my goal at least. She should scream well!😎 stock bottom still, at ~70k miles. Ive had the car since August 2010.
I got a gen 2 LT1 in my 30th Z/28. Im putting in a set of LE2 ported stock heads, a custom grind cam, Le ported stock intake with all the best bolt ons, racetronix fuel pump, 36lb injectors 24x, hptuners etc etc too much to list but I should be around 420 whp mark give or take. That's my goal at least. She should scream decent!😎 stock bottom still, at ~70k miles. I've had the car since August 2010 t56 t-top car wouldn't have it any other way!! 😅😅
Hmmm.. So how much power would the gen 2 make with a camshaft as big as gen 1 ???
Richard love this channel.
The 1994 LT- 1.
The engine was driving the water 💧 pump.
So.... add another 20 horsepower to the 1994 engine??? 🤔
Gen 1 is 1.009hp per ci, Gen 2 is 1.037hp per ci, Gen 3 is 1.362hp per ci. Great test, great video!!!!
Have you ever done a dyno test on weld in header crankcase evac kits? Would love to see that video
Still want to see a carbed gen 2 Lt1
would make a couple numbers higher because of charge cooling. 5hp MAX through the curve.
I have that shirt! The back says, "Never judge an engine by it's size" 😄
Certainly not a highly modded twin turbo Coyote!!
Like John Holmes said" There is no replacement for displacement"
I always wanted to do the 3 inch crank from the 4.3 in a 4 inch bore one piece seal block. Cant wait for the gen 2 302 build @wringing hands here lol
It would be interesting to see you get your hands on an Olds 403 for the other guys series. Ive always wanted to see what they could do on a dyno with is extremely oversquare design and having the largest bore of the GM v8s.
I've always thought the 403 Olds was underappreciated. If only you could find good enough heads for it.
That's not a bad idea until you look at the bottom end of a 403. All the hardcore Olds guys use diesel blocks and none of them use 403 blocks. For a street driven car with less than 400hp it's probably not a big deal. Just for everyone else, an olds 350 will be.more durable and a 425 or 455 is almost as easy to fit and more durable. Unless you are getting the shortblock for free, I would probably try to find one of the more desirable engines.
@@timothybayliss6680 Undoubtedly the 403 has some definite issues with its shortblock, along with its pretty short production run, but with the kind of testing he is doing with the other guys series I think it would be interesting to look at mainly due to its unorthodox bore/stroke for a 400 cube engine.
@@timothybayliss6680 olds 455 block using a 425 crank or diesel olds converted to gas and 425 crank
Had a minty clean 77 Electra coupe back in 01.
3.23 posi from a roadmaster, shift kit, cheap summit cam, open air cleaner, and headers with 2.5 inch exhaust. That big bitch was quick.
Great video! I got 2 complete lt1 and one in my c1500. All gen 2 1995
What about the 04 Corvette 5.7? Wasn't it designs LT1 also?
97-04 Vettes had the ls1
I was thinking it was also referred to as an LT1. Thanks
“Drain holes” were on the early spline drive Opti, 3 on the body of the distributor. 95-97 Opti (pin drive) has no holes but did have a cross flow ventilation design to eliminate ozone and moisture that plagued the early design. Cam timing gear and timing cover are not interchangeable between the two designs. I did a write up on venting the early design using the same vacuum harness from the late design plus vacuum fittings 10 years ago on LS1Tech’s LT1-LT4 section.
Would the 97 Lt1 out of the firebird have the same numbers as the 95?
probably the way we run it
@@richardholdener1727 after watching your video I had to get one of these and I think I want to put a cam in it but not change other things. Rockers and springs and so forth. Would you recommend a good cam that would gain hp but not change other things? Again its the 97 Lt1 original 24000 miles. Barely broke in. Thanks for your input
@@johnniecrain7986 Change the springs, gotta. They wont handle higher lift more aggresive ramp rates.
Can someone explain me why the original lt1 made so little power. It has decent displacement, high CR and big cam. I’d expect more power from this combo. What’s the bottle neck in it? Intake manifold? Head flow?
Lousy head flow and lazy cam ramps for longevity
6:15 but you don't have issue with different Gen LS motors, which are far more similar and completely interchangeable? Da-fuq?
Send him some. Hes alredy done those anyways
You never mentioned what type of valve lifters were used in the different versions. I know the newest version has hydraulic rollers but do both of the others have hydraulic flat tappets? Weren't solid lifters used in some LT1's? What year did GM start using hydraulic rollers in most of their engines?
solid flat tappet on the 1970-hyd roller on the other two