I'd like a little more explanation myself.

 

What do you consider a "built" LT1?

What do you consider a "built" LT4?

Typically when people "build" a motor, they replace performance parts with better performance parts. The LT4 has better flowing heads, roller rockers, cam, etc., yes, but MOST people opt to "build the motor" by having them ported, replace the cam, increase the displacement, etc. A built LT1 is typically going to be the same damn thing.

You are making a moot point.

 

^^^+1.

 

an lt1 would make more power with less $ than an lt4, he already has a lt1, already started modding it, this would be a waste to start over.

 

GIZMO knows his stuff. He just has a different perspective on things, while most of us consider 7000rpms high he would call that low. While most of us would consider 3400/3.73 about right I bet he runs more like 4200/4.56+.

All about perspective, he makes a car run 10s with unported heads and intake and I think about 360ci max, rpms are a big part of that equasion.

You rev high enough and LT4s might be a good choice, for the rpms we turn with street stock shortblocks though the LT4s don't seem to work as well in reality as they do in the bench race.

 

The thing about small blocks is that they like to rev. I will use the LS platforms as a great example. The problem with the LTX guys on the forums is that they limit themselves to low rpm combinations.

 

When your LT1 runs 10.5's on unported heads at 3200 lbs that statement might stick (N/A).

 

. I totally agree, but it is difficult for an average guy to successfully build the proper foundation for a powerful, well matched, high rpm LT1. Not completely their fault though, especially with all the misinformation floating around. The LT1 was never an rpm screamer of a base to start with anyway .

The first problem the stock bottom end. Many people make it worst by getting too large cams without building the bottom end and then limiting themselves to ~6300 rpm because of that. Then they have to either run crappy times, spin it higher and risk failure, or change the cam.

The second hurdle is that huge POS computer we are stuck with that doesnt like much over 6900(I think 6955 is the official limit for ODBIs??). Most are too cheap or too intimidated to step up to an aftermarket PCM to spin their built bottom ends to the higher rpms they can stand, and they leave power and ET potential on the table.

Thheeennn, you have to deal with the very expensive and fine-tuned valvetrain needed to reliably turn those kind of rpms. It is hard for all but the most die hard and serious builders to justify the price difference in those exotic parts when compared to the "norm" parts, for example mainstream dual springs and steel retainers for a fraction of the cost.

Personally, I would rather take my time and save my money to build a strong bottom end to support my goals, the best heads I can afford, and the valvetrain to keep it all stable...then spin it till is stops making power without having to worry about rpm limits. Its an expensive hobby to do right, no doubt about that, but yet we all still keep throwing cash at these old obsolete cars

Honestly, I would love to see what someone like Gizmo could do with an LT1 if he just built one car ignoring the SE limitations he has been following - just an all out, nasty, big headed, single plain and solid roller NA 396 or something

Sorry for the novel everyone .

 

Not a novel, it does make sense. The norm of the LT1 is that its not a high rpm engine. I, from that mentality don't like to see mine over 5K, no reason other than I've always heard LT1's are not high rpm engines. I thought they were done making power somewhere between 4500 and 5K. However, I think building the bottom end has been overstated, I think what's overlooked is the valvetrain and the PCM. For starters, I did not know the OBD1's had a 6955 rpm limit.

What is SE limitation?
What is needed for a valvetrain to rev up over 6K?
How high could an LT1 rev with the right valvetrain?
what/who makes aftermarket pcm's?

 

good rockers, big studs, guideplates, good pushrods, etc

megasquirt, big stuff 3, etc

 

An LT1 with stock valvesprings is done by 5000rpms, put good springs on and a stock cam will be useful to 6000rpms, the bolton Impalas turn 5800-6000rpms and that has a "low rpm cam" 191/195 from memory.

 

Some things to think about.

Stock Eliminator motors have to run stock rockers.

The LS1 has PM rods.

The LT1 has PM rods.

The LS1 has Hyper. pistons.

The LT1 has Hyper. pistons.

The Lt1 has a bigger bore/shorter stroke than the LS1.

The LT1 heads are not even close to the LS1 heads.

The LT4 heads are better than the LT1 heads.

 

Was this too much for you guys?

 

No, just from the normal everyday builders perspective it means nil. B/c you can buy better heads out of the box, you aren't limited to using stock heads, you can port stockers quite a bit, and not everyone is looking to build a 10.5 sec car Also this is somewhat of a hijack from what the OP is interested in.

 

Sorry, I didn't mean to do that.


I guess that it was this statement that got my attention....

Andrew,

Do what best fits you. You didn't state why the motor is currently out of your car. Are you planning to freshen it? I have a thread on here where we did a budget LT1 (stock internals) that you might want to check out. It will eventually get a cam swap too.

Good Luck with your project,

Daren

 

In regards to all of my LT4 head posts. Sorry if they offended anyone. I was just expressing an oppinion on the two heads mentioned in the original thread. I have had experience with both and have gone pretty quick with both. It just seems funny to me that the guys in this section seem to be stuck on a set list of mods. Anything outside that box gets bashed until the most vocal guys "endorse" a new mod. Then it becomes OK.

Just an observation,

Daren

 

It's all good, you're in an entirely different league than most of us.