Gooddbye LT1
10-29-2011, 10:52 PM
#41
im doing a lq4 swap in my 95 t/a
i was going to do a 383 stroker build on my lt1 till i got around to doing all the research
finally all the guys around my town talked me into the lq4
definatly gonna be better than those crappy lt1's
and a hell of alot more dependable.
if you need any info just pm me
i was going to do a 383 stroker build on my lt1 till i got around to doing all the research
finally all the guys around my town talked me into the lq4
definatly gonna be better than those crappy lt1's
and a hell of alot more dependable.
if you need any info just pm me
Make sure you keep us updated on how much oil that thing eats........
10-29-2011, 11:02 PM
#42
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an LS swap is a great cost effective alternative to the LT1, but there will come a day when that 100k+ mile swap motor will need a rebuild as well.
10-30-2011, 01:39 PM
#43
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That book can't come here fast enough. Getting more confused by other people's opinions. My brother was saying it would have to be rings for oil to be in all the cylinders saturating all the plugs.
10-30-2011, 03:03 PM
#44
I was in a tiht jam when i did a cam swap and was sent the wrong valve seals and had to re-use mine after pulling them off but had no other choice at the time and mine was eating oil like crazy.
10-30-2011, 04:20 PM
#46
The differences between an LT1 and an older smallblock are that the pistons and rings are better on a stock LT1 than most of what shops are accustomed to putting in budget gen 1 motors, and the cooling/chamber/computer all allow us to get away with a lot more compression.
It absolutely should be easy for any competent shop to handle an LT1, problem is that as with most other things deciding who has a good reputation vs. who is actually competent can be hard.
Reputation can just mean their typical customer isn't bright enough to realize the shop isn't any good.
A local had an LT1 rebuilt, I got involved afterwards and while I hope it works after seeing what was used, part of me hopes it frags on startup. Not that I wish the guy to have to go through that hassle/expense, just that I think that would be the easiest way to get the car put together right. The shop is a favorite among local racers.
Maybe that brings up another possibility, I have seen good race shops not give street stuff the credit and attention it deserves and screw things up that way.
It absolutely should be easy for any competent shop to handle an LT1, problem is that as with most other things deciding who has a good reputation vs. who is actually competent can be hard.
Reputation can just mean their typical customer isn't bright enough to realize the shop isn't any good.
A local had an LT1 rebuilt, I got involved afterwards and while I hope it works after seeing what was used, part of me hopes it frags on startup. Not that I wish the guy to have to go through that hassle/expense, just that I think that would be the easiest way to get the car put together right. The shop is a favorite among local racers.
Maybe that brings up another possibility, I have seen good race shops not give street stuff the credit and attention it deserves and screw things up that way.
10-30-2011, 05:31 PM
#47
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it can be said that the SBC rings are better for nitrous use. 
any ring package that will work in an LT1 will work in a SBC. (with whatever pistons those rings need) even LT1 pistons will work in a SBC. from a machinists standpoint, looking down at the cylinders, an LT1 is essentially a SBC.
all im trying to say here is that it shouldnt matter if the machinist thinks its a sbc, the work he does should still be the same between the 2. the water jackets and fuel injection do not concern the machinist.
any ring package that will work in an LT1 will work in a SBC. (with whatever pistons those rings need) even LT1 pistons will work in a SBC. from a machinists standpoint, looking down at the cylinders, an LT1 is essentially a SBC.
all im trying to say here is that it shouldnt matter if the machinist thinks its a sbc, the work he does should still be the same between the 2. the water jackets and fuel injection do not concern the machinist.
10-30-2011, 07:24 PM
#48
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there are lots of LT1's running around on pump gas with .030 or more cut off the heads. shoot, mine had about that much cut off of them along with .026 head gaskets.... and i was still running pump gas with nitrous at the track.
this is not rocket science. an LT1 is simple.... any competent shop can do machine work on one of these engines. i can post up some pics of a duramax..... lol
It is true that if he has excessive oil, or black gunk on the plug he might have a cracked ring. But the leakdown numbers don't look that bad.
What was the compression of your engine? What kind of pistons? Stock? What kind of timing? There are guys running 12:1 on pump gas with iron heads, but that doesn't make it right. This guy wants a mildly modded DD from what I can tell.
Yes, any competent shop can do an LT1. The clearances on them are slightly less, but he's already had a bad experience with a shop and you should know there are a lot of crappy ones out there who will tell you what you want to hear. There's nothing wrong asking questions.
Anyone remember that guy who had the same problem and found out the shop installed the rings backwards?
11-01-2011, 07:56 PM
#49
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Just spoke with the new shop that did the test earlier today for clarification on why they think it's rings. They said that it is highly unlikely that it is in the valvetrain due to the oil being excessive and being in every single cylinder rather than some or most of them. I'm still hoping for the best, but am moving forward as though it is the rings for the time being.
Also, you may remember that I said that the new shop told me they had 3 customers from the same builder with the same problem. He told me one of them was a 4.6 mustang that had oil issues right away. The shop told him to just drive it 5-7k more miles to let the rings seat
. He didn't know any better so he drove it that long and it still had problems so he took it to this new shop and they diagnosed it as the rings. This guy took the builder to court and got some of his money back. I wish I had the money for that.
Also, you may remember that I said that the new shop told me they had 3 customers from the same builder with the same problem. He told me one of them was a 4.6 mustang that had oil issues right away. The shop told him to just drive it 5-7k more miles to let the rings seat
. He didn't know any better so he drove it that long and it still had problems so he took it to this new shop and they diagnosed it as the rings. This guy took the builder to court and got some of his money back. I wish I had the money for that.
11-01-2011, 09:15 PM
#51
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Just spoke with the new shop that did the test earlier today for clarification on why they think it's rings. They said that it is highly unlikely that it is in the valvetrain due to the oil being excessive and being in every single cylinder rather than some or most of them. I'm still hoping for the best, but am moving forward as though it is the rings for the time being.
Also, you may remember that I said that the new shop told me they had 3 customers from the same builder with the same problem. He told me one of them was a 4.6 mustang that had oil issues right away. The shop told him to just drive it 5-7k more miles to let the rings seat. He didn't know any better so he drove it that long and it still had problems so he took it to this new shop and they diagnosed it as the rings. This guy took the builder to court and got some of his money back. I wish I had the money for that.
Also, you may remember that I said that the new shop told me they had 3 customers from the same builder with the same problem. He told me one of them was a 4.6 mustang that had oil issues right away. The shop told him to just drive it 5-7k more miles to let the rings seat
. He didn't know any better so he drove it that long and it still had problems so he took it to this new shop and they diagnosed it as the rings. This guy took the builder to court and got some of his money back. I wish I had the money for that.
11-02-2011, 08:03 AM
#52
im doing a lq4 swap in my 95 t/a
i was going to do a 383 stroker build on my lt1 till i got around to doing all the research
finally all the guys around my town talked me into the lq4
definatly gonna be better than those crappy lt1's
and a hell of alot more dependable.
if you need any info just pm me
i was going to do a 383 stroker build on my lt1 till i got around to doing all the research
finally all the guys around my town talked me into the lq4
definatly gonna be better than those crappy lt1's
and a hell of alot more dependable.
if you need any info just pm me
yup....
Just spoke with the new shop that did the test earlier today for clarification on why they think it's rings. They said that it is highly unlikely that it is in the valvetrain due to the oil being excessive and being in every single cylinder rather than some or most of them. I'm still hoping for the best, but am moving forward as though it is the rings for the time being.
Also, you may remember that I said that the new shop told me they had 3 customers from the same builder with the same problem. He told me one of them was a 4.6 mustang that had oil issues right away. The shop told him to just drive it 5-7k more miles to let the rings seat. He didn't know any better so he drove it that long and it still had problems so he took it to this new shop and they diagnosed it as the rings. This guy took the builder to court and got some of his money back. I wish I had the money for that.
Also, you may remember that I said that the new shop told me they had 3 customers from the same builder with the same problem. He told me one of them was a 4.6 mustang that had oil issues right away. The shop told him to just drive it 5-7k more miles to let the rings seat
. He didn't know any better so he drove it that long and it still had problems so he took it to this new shop and they diagnosed it as the rings. This guy took the builder to court and got some of his money back. I wish I had the money for that.i wish i could get my name out there more like some of these shops.........its rediclious the amount of money these shops are making screwing people over and doing horrible work in the process...........dont get me wrong there are some great shops out there but there are alot of garbage shops too...........i recently got into the LS market and i gotta tell you they are easier to screw up than the LT motors also.........my last three went pretty well
.......11.49@119 in a 3700lb GTO with an LQ4 w, H/C/I.......11.0 @ 128 in a 3750lb 6 Speed camaro on street tires with a 403LS motor.......and i got one of my shortblocks running 14lbs boost at 145mph in a vette..........maybe i need a website lol
11-05-2011, 12:05 PM
#53
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Probably next weekend, assuming it won't be raining, I'm going to take the intake off to see if there is oil in the intake ports of the heads. That should tell me if it's top end or bottom end, right?
11-05-2011, 02:43 PM
#54
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but when the opti goes on an lt1, ill still be rolling.
ill have better gas milage,
more dependability,
i wont have to drive out of state to dyno it,
and when i spray my 100 shot on it, itll just laugh and ask for more
not many lt1's can take that AND be a daily
11-05-2011, 06:44 PM
#56
they may put me to shame for now
but when the opti goes on an lt1, ill still be rolling.
ill have better gas milage,
more dependability,
i wont have to drive out of state to dyno it,
and when i spray my 100 shot on it, itll just laugh and ask for more
not many lt1's can take that AND be a daily
but when the opti goes on an lt1, ill still be rolling.
ill have better gas milage,
more dependability,
i wont have to drive out of state to dyno it,
and when i spray my 100 shot on it, itll just laugh and ask for more
not many lt1's can take that AND be a daily
LOLOLOLOLOL
11-06-2011, 03:16 AM
#57
Roll up your goddamn sleeves and build an engine rather than bitching all day about a dinky little distributor. Why is it that LS owners constantly come in here for trolling purposes? I don't bust on TPI or other SBC owners because my car has a tiny performance advantage.
11-06-2011, 03:51 PM
#59
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Cooldude, why does your post look like it's a poem? I appreciate the offer for info on the swap, but I'd prefer for this not to turn into another "LTX versus..." war. Besides, it'll be years before I'll be able to buy another engine, so my only option is sell or rebuild myself. Hopefully next weekend I can take the intake off so I can inspect the heads intake ports for oil, since oil can't go against the flow of air, that should put to rest whether it's top end or not.
Speedy, I have to admit a big reason I don't wanna let this one go is the sound, lol. I just don't say it aloud because it's a stupid reason on it's own.
Speedy, I have to admit a big reason I don't wanna let this one go is the sound, lol. I just don't say it aloud because it's a stupid reason on it's own.
