LE1 h/c track times
I'm not sure what they should run, but from what I've seen on these boards is mid to high 12's.
If you're looking for an emissions legal combo that'll run well and be as dependable as stock then IMO you'd be better off w/ a Lingenfelter setup.
If you're looking for an emissions legal combo that'll run well and be as dependable as stock then IMO you'd be better off w/ a Lingenfelter setup.
People who buy the LE1 don't really drag race so that's probably why you can't find much on them. Back in the day a couple ran them in stalled auto's and would run high 11's but that is with a good 60'. I would say that if you were to take a LE1 to the track you would see mid 12's maybe lower with a good driver. If drag racing is a primary concern then go bigger to the LE2. Fun/fast street car, stick with the LE1.
Low 12's high 11's if the stars are aligned, and you have a decent set of bolt ons/suspension/fine tuning. Or you can have a 383/396 without the fine tuning/suspension, and be in the same boat. It's all in the details.
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Thread Starter
Staging Lane
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I would think with those kind of numbers and supporting suspension mods you'd pretty easily be in the 11's. I'd like to go with LE1's and then take the money i saved from getting those instead of the LE2's and put it towards supensions mods and a stronger rearend. 
PS, mine is am emissions legal set-up that barely cracks an 11.90 on a good air day in Chicago.
Those are damn good numbers, but it'd take some slicks or some real good driving on drag radials to hit an 11. Definitely possible, but not a guarantee.
No offense, but a little pricey. With a little research I'm sure he could better. Then again, I always was a big fan of John and what he did for the chevy community. I just wish he was still around helping even further with the advancement of the LTx.
PS, mine is am emissions legal set-up that barely cracks an 11.90 on a good air day in Chicago.
PS, mine is am emissions legal set-up that barely cracks an 11.90 on a good air day in Chicago.
There's nothing pricey about the LPE setup. If LE had the same kind of quality rep as LPE then his prices would be quite comparable. People can take the gamble and go w/ a LE head and have the troubles that we've all read about and seen on these boards or go with a CNC head that makes excellent power/torque.
P.S. Do you have any idea what compression ratio you would get out of a 60cc chamber with -5cc stock pistons that are .020 in the hole with a .039 head gasket?
P.P.S. John did not give two ***** about the LTx engines once the LS1 was on the market. He was in the dealings in making one-hundred Lingenfelter/Hurst Firebird packages that contained the LT4 heads, intake/Edelbrock headers/211/219 cam/gears, but abandoned the project when they got their hands on the LS1.
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Do you have any idea what compression ratio you would get out of a 60cc chamber with -5cc stock pistons that are .020 in the hole with a .039 head gasket?
And there were LPE/Hurst Firebirds made.
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EDIT: Alright I see what the problem is. I added 5cc for to head chamber for the valve reliefs and with that all factored in, the stock LT1 with Impala gasket is 10.66:1 which is much more accurate. With that in mind it's somehow now 10.28 heh
Last edited by Formula350; Jun 4, 2008 at 07:55 PM.
Don't know why, but calculators differ on the internets for some reason...
However... when entering your piston cc area some read the "-" sign as less area and others calculated it as more.
However... when entering your piston cc area some read the "-" sign as less area and others calculated it as more.
And look what you had to do in order to get that high 11 second time. Impala gaskets, cutout, 15" tire, skinnies, lighter chassis, more agressive cam, suspension, yadda yadda yadda. Your stars where definitely lined up.
There's nothing pricey about the LPE setup. If LE had the same kind of quality rep as LPE then his prices would be quite comparable. People can take the gamble and go w/ a LE head and have the troubles that we've all read about and seen on these boards or go with a CNC head that makes excellent power/torque.
P.S. Do you have any idea what compression ratio you would get out of a 60cc chamber with -5cc stock pistons that are .020 in the hole with a .039 head gasket?
P.P.S. John did not give two ***** about the LTx engines once the LS1 was on the market. He was in the dealings in making one-hundred Lingenfelter/Hurst Firebird packages that contained the LT4 heads, intake/Edelbrock headers/211/219 cam/gears, but abandoned the project when they got their hands on the LS1.
There's nothing pricey about the LPE setup. If LE had the same kind of quality rep as LPE then his prices would be quite comparable. People can take the gamble and go w/ a LE head and have the troubles that we've all read about and seen on these boards or go with a CNC head that makes excellent power/torque.
P.S. Do you have any idea what compression ratio you would get out of a 60cc chamber with -5cc stock pistons that are .020 in the hole with a .039 head gasket?
P.P.S. John did not give two ***** about the LTx engines once the LS1 was on the market. He was in the dealings in making one-hundred Lingenfelter/Hurst Firebird packages that contained the LT4 heads, intake/Edelbrock headers/211/219 cam/gears, but abandoned the project when they got their hands on the LS1.
The heads however might be considered stage 2s. I don't know as they where done before Lloyd started using stages.John didn't give a what about the LT1? I didn't know you knew him well enough to speak for him.
John didn't give a what about the LT1? I didn't know you knew him well enough to speak for him.
Last edited by SS RRR; Jun 4, 2008 at 10:55 PM.