LS1's?
- Thread starter Guero
- Start date
Blackened302
Active Member
Blackened302
Active Member
OrangeMustangGt
Founding Member
yeah, those ls1's have pretty good parts from the factory......as for how they pull on the top end, i think that those cars being a bit heavyer and that the motors like to rev a bit more allow them to walk away from the poor stangs.....
you pretty much need boost or a stroked motor, etc to be able to take a slightly modded one......sadly there fast, if you get angered by them, ask them how to remove an engine from an ls1.
you pretty much need boost or a stroked motor, etc to be able to take a slightly modded one......sadly there fast, if you get angered by them, ask them how to remove an engine from an ls1.
They have some really nice flowing heads stock. They are a really good motor design. BUT its hard to mod. You have to remove the motor from under the car. Not my idea of fun.
I've had two camaro's. An 88z and a 94z (same basic body style as the ls1 cars). I like my mustang more. Its the slowest car I've had besides my truck but I like the interior and exterior setup. Camaro's feel huge. But the LT1 was impressive stock. It would eat my stang easily no doubt.
The Camaro T56 is so nice. Its a shame they put the 7 5/8'' 10 bolt in them tho. That was stupid...strong motor, strong tranny, and a weak crappy rear end....
I've had two camaro's. An 88z and a 94z (same basic body style as the ls1 cars). I like my mustang more. Its the slowest car I've had besides my truck but I like the interior and exterior setup. Camaro's feel huge. But the LT1 was impressive stock. It would eat my stang easily no doubt.
The Camaro T56 is so nice. Its a shame they put the 7 5/8'' 10 bolt in them tho. That was stupid...strong motor, strong tranny, and a weak crappy rear end....
MustangGT95 said:
they are very responsive to mods, and as far as being harder--i can swap an F-body cam in half the time it takes me to do in my 5.0
removing an engine from underneath a car is often times faster(easier too), and usually the prefered method of professional techs.
the heads do flow well, but that is only 1/3 of the story. the rest of it is excellent port flow velocity, and cylinder burn time about half of a normal engine--it was the first automotive engine to operate entirely in a 2nd wave pulse and did it without variable cam/valve/intake.
I could change the cam in a 3rd gen f-body faster than a 5.0 but how did you manage to change one in a 4th gen that fast?
Buddy has a crazy ls1 car and he had to pull the motor to get a cam in. Or so he says. That car runs 7.3's in the 1/8th and is street driven everyday. Its pretty sick.
Another friend has a 05 CBR600 that runs a 7.3 also lol
I didn't say the ls1's werent responsive to mods. Just have a very cramped engine bay. Only reason I said it was harder.
Buddy has a crazy ls1 car and he had to pull the motor to get a cam in. Or so he says. That car runs 7.3's in the 1/8th and is street driven everyday. Its pretty sick.
Another friend has a 05 CBR600 that runs a 7.3 also lol
I didn't say the ls1's werent responsive to mods. Just have a very cramped engine bay. Only reason I said it was harder.
Not sure but I think it is the torque curve..or the curve in general. I would hit my LT-1 at like 85 MPH and it would pull hard all the way through 125+, ..shift.. and then pull hard again. I had to do a h/c/i AND gears on the stang to get it anywhere near that.
My brother has a 99 camaro Z28 and he put 436 to the wheels with head, cam, and intake with basic bolt ons... That was before he put the 150 shot of nitrous on the car...The one thing is he will never run the car really on nitrous unless from a role due to the fact that he has a stock rearend and doesnt want to drop it at the line.
That's amazing. 436 to the wheels and most we can get is 300+. You would think it would be 350 for the chevy. So it can't be anything that I know of that is done to the short block b/ca short block is just a short block when it comes to generating power right? So are the heads just that much better than our aftermarket heads? What gives?
Try 400+HP NOT 320HP rated by GM.....questions answered..
http://www.popularhotrodding.com/enginemasters/articles/hardcore/0409em_gmpp/
"On the Dyno
We ran the engine at Westech Performance on their Superflow engine dyno. The crew there has already been running the Gen III engines and were ready for us. A set of fuel rails from Wilson Manifolds was installed as they were already plumbed with a return line connected to their fuel pump (which we ran at 52-psi). We also used a set of long-tube 1 3/4-inch headers from Hooker with 3-inch collectors. The long-tube design has been found to really wake up the LS1's performance. Up front, an electric water pump was installed to ease the hassle of running a belt, especially since our engine didn't come with an alternator or other belt-driven accessories.
The engine fired right up and we let it run for a while at a variety of different rpm to let things get seated and broken in. Also, this gave us a chance to check things over before we started dropping a load on the motor. When Westech's chief dyno jockey Steve Brule gave his official thumbs up, we did a number of pulls to establish a base. The average was much higher than the SAE spec that GM lists in their catalog. Our peak corrected STP numbers turned out to be 429hp at 5,600 rpm and 425 lb.-ft. at 4,800 rpm which we were extremely pleased to see.
To confirm consistent numbers we flogged the engine numerous times and each run was right on top of the other. The headers were a huge help in achieving these numbers plus the lack of a belt drive along with the 92-octane fuel surely had to help. Also, the ECU we used was a model that Westech had removed the factory rev limit through the LS1-Edit program. It still retained the factory set curves, but the fuel cut-off rev limiter was erased from the program. This allowed us to run the engine up until the valve springs couldn't stand it any more, which occurred at around 5,850 rpm. Brule even pulled up another chart from a stock LS1 to find that the numbers compared similarly."
http://www.popularhotrodding.com/enginemasters/articles/hardcore/0409em_gmpp/
"On the Dyno
We ran the engine at Westech Performance on their Superflow engine dyno. The crew there has already been running the Gen III engines and were ready for us. A set of fuel rails from Wilson Manifolds was installed as they were already plumbed with a return line connected to their fuel pump (which we ran at 52-psi). We also used a set of long-tube 1 3/4-inch headers from Hooker with 3-inch collectors. The long-tube design has been found to really wake up the LS1's performance. Up front, an electric water pump was installed to ease the hassle of running a belt, especially since our engine didn't come with an alternator or other belt-driven accessories.
The engine fired right up and we let it run for a while at a variety of different rpm to let things get seated and broken in. Also, this gave us a chance to check things over before we started dropping a load on the motor. When Westech's chief dyno jockey Steve Brule gave his official thumbs up, we did a number of pulls to establish a base. The average was much higher than the SAE spec that GM lists in their catalog. Our peak corrected STP numbers turned out to be 429hp at 5,600 rpm and 425 lb.-ft. at 4,800 rpm which we were extremely pleased to see.
To confirm consistent numbers we flogged the engine numerous times and each run was right on top of the other. The headers were a huge help in achieving these numbers plus the lack of a belt drive along with the 92-octane fuel surely had to help. Also, the ECU we used was a model that Westech had removed the factory rev limit through the LS1-Edit program. It still retained the factory set curves, but the fuel cut-off rev limiter was erased from the program. This allowed us to run the engine up until the valve springs couldn't stand it any more, which occurred at around 5,850 rpm. Brule even pulled up another chart from a stock LS1 to find that the numbers compared similarly."
91LX_5L
Founding Member
SeventyMach1
Keep it lubed .... keep it straight .... and keep
MustangGT95 said:
One of the most beautiful cars ever built ..... with a power plant built by the hands of God, lol. I will own one .... one day. Hinson Motorsports style.
BTW, I am NOT a fan of the LT1. I raced a '96 TA with my old '95 GT. Stock vs. stock. He was auto. and I was manual and I still expected to get creamed. I won.
