Does LS1 300 hp equal to LT1 300hp?
10-21-2005 | 09:33 PM
#21
Originally Posted by muraoka
if the engines both peak 300rwhp the lt1 will win given everything else is equal.if you've ever seen hp and torque curves each motor produces different curves. ls1 curves are climbing and peak.lt1 curves climb quick and flatline.this means as mentioned some where in this thread the average hp goes to the lt1.each shift the lt1 loses maybe 50hp were as the ls1 could lose closer to 75hp.this is also why the dyno queen mustangs just don't perform. the small cubes produce very high peaky numbers.i own both and this seems to hold true with all the f-bodies we've tested.
matt
matt
As a generalized statement, the engine with more area under the tq curve, and the same peak hp will be "faster."
Perfect example is the new Mercedes E320 CDI turbo diesel.
Look at these numbers:
201hp
369 lb/ft of tq.
0-60 in 6.8 seconds and a 15.1 1/4 mile!!
All this from merely 201hp in a nearly 4000 lb car.
Even more impressive is the 27 city 37 hwy fuel economy.
Peak HP only tells you part of the story. TQ at RPM tells you all of the story.
10-22-2005 | 07:48 AM
#22
TECH Enthusiast
Joined: May 2005
Posts: 555
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From: Blairsville, GA
What strikes me as odd is the general dimensions of the LS1 vs. LT1. The LS1 has a 3.898" bore/3.622" stroke, whereas the LT1 has a 4.00" bore/3.48" stroke(good ol' 350 Chevy). With these in mind, it'd seem the LT1 would have the upper-end power, and the LS1 would be the low-end torquer.
Enter heads/cam.
The LS1 has possibly the best OEM heads ever made, plus the camshaft has a rather agressive profile... 200ish* duration, .495ish" lift(I used to know exactly). The LT1's heads, good as they are, still use smaller 1.94"/ 1.50" valves(LS1... 2.00"/1.55"), along with a smaller cam, yet it still manages to make 300 hp.
While the LT1 is inferior to the LS1 in stock trim, It can be made SCARY fast. With a good set of heads(like Dart's Pro 1, 215cc) that have been smoothed out and port-matched to the intake, and a more agressive cam, the LT1 can spank most cars it comes up against.
A friend of mine once had a 96 SS, and to be honest, it felt a good bit more powerful than our '00 WS6 does. At highway rpms, you could tickle the throttle and plant yourself back in your seat. Now, our car... you can hit the throttle hard in 1st, and it'll get up fairly decent to 3500 rpm, and then it starts to SERIOUSLY wake up all the way to redline. Good thing about the LS1 is that the gears in the T56 trans are matched to it's powerband, bringing the engine from hp peak back down to just before tq peak. So once you're up and running, all this gossip about low-end torque vs. high-end horsepower kinda goes out the window.
I have great respect for both engines in the end, as they can both slap a 5.0 or a 4.6 around like a ragdoll.
Enter heads/cam.
The LS1 has possibly the best OEM heads ever made, plus the camshaft has a rather agressive profile... 200ish* duration, .495ish" lift(I used to know exactly). The LT1's heads, good as they are, still use smaller 1.94"/ 1.50" valves(LS1... 2.00"/1.55"), along with a smaller cam, yet it still manages to make 300 hp.
While the LT1 is inferior to the LS1 in stock trim, It can be made SCARY fast. With a good set of heads(like Dart's Pro 1, 215cc) that have been smoothed out and port-matched to the intake, and a more agressive cam, the LT1 can spank most cars it comes up against.
A friend of mine once had a 96 SS, and to be honest, it felt a good bit more powerful than our '00 WS6 does. At highway rpms, you could tickle the throttle and plant yourself back in your seat. Now, our car... you can hit the throttle hard in 1st, and it'll get up fairly decent to 3500 rpm, and then it starts to SERIOUSLY wake up all the way to redline. Good thing about the LS1 is that the gears in the T56 trans are matched to it's powerband, bringing the engine from hp peak back down to just before tq peak. So once you're up and running, all this gossip about low-end torque vs. high-end horsepower kinda goes out the window.
I have great respect for both engines in the end, as they can both slap a 5.0 or a 4.6 around like a ragdoll.
10-22-2005 | 10:02 AM
#23
An LS1 lid conversion on a LT1 fixed the 4th gear pull of the Ls1's. They dont walk away anymore, guess the ram air effect. Not only on my car but on two others. LS1's had a better design than the LT's
10-22-2005 | 03:40 PM
#24
Originally Posted by LS1SS4ever
May be it strange question just want to know. In Another way. Will they get same time @ 1/4? if not why?
Depends on the weight of the cars.
Also depends on the average hp and tq under the curve, which is much more important than the peak hp (if ricers only knew).
10-22-2005 | 08:59 PM
#25
Originally Posted by roadtrip120
An LS1 lid conversion on a LT1 fixed the 4th gear pull of the Ls1's. They dont walk away anymore, guess the ram air effect. Not only on my car but on two others. LS1's had a better design than the LT's
10-22-2005 | 11:26 PM
#26
TECH Enthusiast
Joined: May 2005
Posts: 555
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From: Blairsville, GA
I'd guess you take the lower intake assembly from an LS1 F-body, mount it on the LT1 F-body, and mount an LS1 lid and bellows to it. Makes good sense, 'cuz the only LT1 car that came close to having such a straight shot into the engine was the WS6. The SS had this wierd loopty-loop goin on from the hood scoop, and base LT1s had some serious piping for an intake.
