The issue with the Gen 5 stuff is that it seems to be more complex/sensitive to tuning. Even the Terminator X for the LT motors costs twice as much as for the LS stuff. VVT and DI are here to stay so eventually the learning curve and costs will flatten out but I don’t think we’re there yet.
@@theyhatehimbecausehetoldth7576 it's economics. New stuff will be more expensive than old ones, and if the new stuff becomes popular enough then the prices will come down if the manufacturers develop economical ways of doing it and decide that lowering the price is worth it. The advantage of direct injection is on motors with boost. E85 + direct injection would help make the motor run safely at higher boost levels. Everything has diminishing returns. You can't apples-to-apples compare decades old tech that has a ton of aftermarket support to new tech that has limited aftermarket support. If you like old, affordable tech then go with a carbureted LS.
@@theyhatehimbecausehetoldth7576 That's why a majority of people are still LS swapping and not using the LT. The direct injection more than anything really ratchets up the cost.
@@Borderline5440 ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-JLRaY3oAKmg.html&ab_channel=RichardHoldener obviously this is only one setup, but as far as I know, carburetors and efi are very comparable in terms of performance. You do lose drivability (coldstarts, gaskets drying out) with a carb, but it eliminates the need for a fancy ecu, injectors, rails, fuel pump, etc. I'm trying to say that there are benefits to both and acting like there aren't is just close minded. Edit: found another - ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-EBalrpY73Jc.html&ab_channel=RichardHoldener
I've owned both the GenIV and GenV engines. I take the LT1 hands down. It's much easier to drive even with power adders. The direct injection is more accurate. Plus, the LT engine will get a touch better fuel economy.
numbers are higher than usual because of the way they run the dyno, i.e. long tube headers, no mufflers/cats, open throttle body, and low fluids temperature
Yall be sure to remember this fun fact. LS3 compression ratio is 10.7:1. LT1 compression ratio is 11.5:1. That's a BIG contributor to the power of the LT1 and Direct Injection is the ONLY reason why the LT1 can run 11.5:1 compression ratio. Injecting the fuel into the chamber COOLS THE AIR IN THE CHAMBER THAT WAS HEATED UP DUE TO COMPRESSION. I wish I could find that article explaining all of this. I read it a few years ago. When I find it, I will post the link here. And for your reading pleasure... L83 = 11.1 CR L86/LT1 = 11.5:1 CR LT4 = 10:1 CR L8T = 10.8:1 CR I can't wait for the price fall...
Ok thankyou so much for this... when buying an LS3 camaro it will be cheaper than a LT1 camaro to begin with. Now I can consider these mods on an LS3 camaro that is plenty enough HP 620 and 515TQ for me WOW!! And If a competitor comes around me with this setup then hes definitely earned it!!! Bang for buck I guess what I'm saying👍👍😁😁
Nice work Richard! The guys at Late Model Engines have told me they have been seeing more power from the LT than the LS3. Looks like your test indicates this might be true.
I have seen some online cylinder head flow databases that show the LS3 head flowing more than the LT1. The LT1 has a smaller intake valve than the LS3, 2.13 vs 2.165". The LT1 exhaust port is lousy. The reasons that the LT1 outperforms the LS3 in factory configuration is higher compression, longer cam duration, and VVT. The LS3 can be tuned to match the LT1 compression and cam specs, but will give up some low end torque because of no VVT.
Andy I saw it the same way... The LT1 heads out the box do good up to .500" lift. Ported it's going to around 340 CFM and all of us who've been in these discussions know a good ported LS3 head can get to 300CFM by .400" and 360-370CFM... Aftermarket replacement LS3 heads such as the Mast can get up to 410 420 CFM... So LS3 has more potential if you go by the airflow. The VVT is a big deal in that it can add 50 ft-lb or so between idle and 4000 rpm, so you can run a "big" cam and have impressive torque in the driving rpm range. Also compression is a big deal and if you look on the coyote where stock gen 2 makes 400 ft-lb and the gen 3 makes 420 ft-lb, the gen 3 has 12:1 vs 11:1 on the gen 2. That's about 4% increase in torque per every point of compression increase. 4% of 400 ft-lb is 16 ft-lb, so most of that 20 ft-lb increase was due to the compression.
cant compare them with dry flow. THere is no fuel in the lt1 head with DI. the ls3 does not flow as the numbers suggest with fuel . An lt1 switched to port only configuration loses 40+ hp with no other changes. From fuel in head and airflow being much less than a flow bench peak flow numbers are not the entire story either. fast forward 3 years from this video and things are even uglier. Stock bottom end stock cube heads cam lt1 are getting near 700 rwhp lol. On e85. Running near 15:1 compression on the street. Good luck doing that with an sbe ls3
Put them both on E85 and watch the gap widen across the curve in favor of the LT1. 91 octane is limiting the LT1 quite a bit. Either way they both are worthy engines and the LS3 is easier to work with...also easier to swap into older vehicles.
You just never see remotely streetable or even at all 600whp Gen 4 stuff...I was quoted a 434 Darton sleeve combo and it was gonna take a LS7 top end to try....and way to big a cam for my liking...
Great comparison. Both great engines. The gen v is so impressive. I have the gen v 6.2 in a Yukon Denali with a tune, basic stock exhaust mods, ported throttle body and 8l90 trans. 5900 lb with driver and consistent 13.20 et. It gets 22 mpg average.
Baller. Very impressive. MPG and Speed. Plus room in the back to sleep off a bender cause the wife doesn't have a sense of adventure or humour. Cam it and pin unruly kids to the rear window.
@@james10739 The 8 speed is a big part of the et. It’s clunky at parking lot speeds as many have experienced, but it hits the sweet spot for torque when shifting at 6k rpm and uses the hp at the top of each gear as well. Gm did a good job on the ratios, but it’s the clunkiest factory trans I’ve ever had.
@@paulbrinker482 It didn’t change the occasional unexpected 1-2 or 2-1 shift and “clunk” below 5 mph. It does shift great other than that. Very firm with the tune and I like that.
When it's clean sheet like me there is about an $800 surcharge for DBW, DI and trans control ( my 67 Camaro has a 4l80e/billet lock up) on the Holley with 3.5 inch screen and VVT ( Cam 4X even less). Given the fact the stock heads will do well especially when ported ( you can tell this is what they wanted to do with the LS7 raise that runner NUTS like it is on the LT1, but they never got the LS7 right ) I'll actually be saving.... Also the fact I can buy a 3.860 L8T forged stroker ( center counter weighted too ) crank for $500 and it slide right in the Gen 5 block makes it just piston and rods for me to be up near 700hp... I've been looking and looking as I AM replacing a BBC I'm used to making 700+ hp with, it is HARD to find a 600whp Gen 4 LS..... I was quoted doing a custom darton sleeve 5.3l Gen 4 block to 4.155 and custom 4.00 rotator...then the best heads money can buy ( generally have to go LS7 and their intake ) and at 434ci barely be 550whp or 650 flywheel.... The Gen 5 can do it at stock bore with the 3.860 crank for 400ci aka 6.6L, with much less cam and save a TON on heads... So more power, smaller cam less money from clean sheet and literally can run to 9s aka illegal in my old 67 NA...works for me...im not scared of DI...I just come from a boosted Gen 3 coyote and I'm used to dealing with the DI and tuning the blend..... Other than pure budget gap n go turbo stuff I can't see why anyone would still mess with the Gen 3/4....the stock crank on Gen 5 is stronger too...heads better...even better than LS7 when you count the LS7 failures that even the aftermarket doesn't have solved in my research.... I'm leaning heavily to Gen 5.....
Direct injection allows you to run higher comp ratios on pump gas than port injection. 14:1 comp ratio on E85 direct injected motors is very doable, and 12.5:1 on boosted E85 DI motors is also doable, of course with a good tune.
The Lt1 gains were a little bit down on what I expected. Clearly pretty good straight from the factory. Would expect the Ls3 to make more power than the Lt1 if it had all the good life affirming parts you listed added on to it.
I think milling and porting the factory heads on the LS3 will make it a closer match up. Still hard to beat that VVT stuff. GPI is getting it in tho...
Yup. And whatever way you decide to do to close that gap, it will still cost less than an LT1 dropout lol Also keep in mind that the first thing thats done with any sort of decent camshaft upgrade is VVT delete. Piston-valve clearance is TIGHT from the factory on the LT stuff so theres not as much wiggle room.
@@rustysausage69 #AGREED. I'm sticking with the LS stuff. Tuning the LT stuff is expensive also. It's just like when the LS stuff first came out. It made way more power than the Gen 1/2 stuff and was expensive. Eventually the prices will fall but for now, I'm staying with the LS stuff.
@@jaydubb71 Exactly my thoughts too. Ill make my way into LT when the time comes and the aftermarket REALLY makes the fuckery worth it, but right now the power gain is definitely not worth the price hike.
That LT1 is really impressive, that low speed torque is key in a street car, it’s still down from a good big block below 3500 rpm, but then it comes alive
I wouldn't worry about anything under 4500rpm with this modified LT1 it will be needing a 4400-5000rpm stall converter to take full advantage of this setup it has enough low end grunt from idle to 3000rpm for cruising or normal street driving and yes it will be a bit soft with a 4400-5000rpm stall converter from idle to 3000rpm it will rev extremely fast at the slightest push on the gas petal and go into lockup at cruising speed at 45-50mph depending on gearing my car has a 4200rpm lockup stall converter with a 6L80e transmission it's soft until 2500-2600rpm and goes into lockup at part throttle or street driving in 5th gear at 40-45mph and 6th gear at 50- 55mph at part throttle feeling no more affects of the stall converter unless the throttle is pushed down more while at these speeds it will unlock with a very little bit more throttle pressure on the gas petal
Have any data on a stock L99 vs LT1? Both have VVT. By the way...same question as before on the live stream. Does BTR have any VVT cam's in store for the L99?
On Camaros, i'd be perfectly happy with either 6.2L. That much lighter, dialed in 6th gen platform shared with the LT1 makes far more difference to me than subtle numbers differences from either of these great V-8s. 99.99% of my driving will be on the street and not track, so easy decision here.
Started a new job recently(Architectural fab)All the guys warned me about the head shop lead. I was talking cars and engines with this dude, and he responds with "I'm not into cars at all." It all make sense now. Lol
Please do a mild VVT cam in the Gen V L86 or LT1. Use both 6.2 L intakes and maybe the Gen V LT2 intake ~IF~it bolts up. Im curious to see if GM did as good of a job on the LT1/L86/LT2 intakes as they did on the LS3. Plus that BTR intake killed the GenV torque. After these are done, do a LT1 416 stroker with a mild/street cam. The optimized stock engines dynos were real good. The Gen Vs was a torque monster. I am getting tirred of asking for the 416 GenV , so please just do it, LOL. Keep up the great work Ricjhard.
Thanks for all the knowledge it’s just upsetting that the original lt1 was a 350 right. It’s just like ls1 was a 5.7 just like the 350 was a 5.7. I’m just glad that the ls exhaust ports are spread apart not like the 350 heads where the middle ones are close to gather and robs it’s power.
The guys at Katech have made 800hp out of a 427 LT1. I think the LT1 has some pretty good potential. Is there a similar Coyote series comming ? You did a couple of vids, but nothing quite so extensive.
And I was quoted needing a darton sleeve 434 with LS7 top end to be over a 100hp LESS than that on Gen 4.... I think since it's a clean sheet retrofit, I'm going to go GEN 5, not scared of DI just did a Boosted Gen 3 coyote, use their cheap forged center counterweighted 3.860 stroker crank in the stock 4.065 block for a 400ci and use the stock heads but have em ported....good piston and rod...be done with it...
The LT1 has made 650+ rwhp now 3 years later on max effort stock cube heads cam sbe builds. GPI CID heads. over 14:1 compression. pump e85. GPI Hi ram cam. ported Hi ram or cid manifold. They are making 100hp over the lt1 setup in this test now. An engine test a couple years ago made 759 crank at gpi with the original track attack cam which is a bit less aggressive than the hi ram cam as well. Things are getting interesting with the strokers too. They just did a 454 LT and made over 1000 hp with pump e85 and still a hydraulic roller setup. Crazy to think what it could do on fuel and solid roller.
Ported factory casting LS3 heads would have made 20 more HP and a aftermarket casting even more. Aftermarket casting head, like a PRC, gives more valve relief for a bigger cam too. Not saying the LS3 would have made the same or more power but it for sure would have made more with the same mods. I don't think anyone should argue that fact.
That torque difference in stock form is MASSIVE lol. I can't wait to see a tall-deck 500-inch LT1 that retains VVT and VCT. You could get a MONSTER motor out of that if you ran it on E85 with 13:1 compression or higher. I wonder if you could reach 800 lb-ft and 1000 hp...
Okay bud. I've been meaning to ask. I thought you were going to start producing your own Cams and lately it's been a lot of BTR love. Did I miss a memo?
As the graph shows. I clearly see the power increase for the ported heads and larger TB. Id be willing to bet...a gen 4 would match the power numbers with the same mods. The low rpm torque is a direct function related too the direct port injection and higher compression. All in all they are the same engine. To take advantage of the gen 5 direct injection. Your compression could be much higher. So the only component that is actually a improvement for the lt1 is the ability to support higher compression. The hp in this case is strictly from the ported heads.
I saw a video of a guy explaining that Direct Injection engines were problematic and he recomended port injected like the LS3. It was something about not cleaning the residuos of the valves and that in time will degrade de engine.
If both motors had same compression, head flow and cam specs, they would make the same peak power & torque. The only caviat being the LT1 will make more average power (better down low) because of the variable cam timing.
Im not so sure. I still think the LT would still make more because of Direct injection. If the heads flowed the same on a flow bench, then the LT would make more power when on the car, because it wouldn't have to flow both air and fuel through the intake ports and into the cylinder. That means no air is being displaced by fuel. Also, DI cools the cylinder allowing you to run more timing.
The first time I pulled a LT1 apart to do a cam/headers swap I was like omg. These heads are made for making power. I knew there was a lot of potential engineered into the LT1 compared to the LS platform. And we did a heads/cam/headers/intake on basically stock bottom end it it put 713hp to the tires in a 2017 Camaro threw a manual. I was highly impressed.
0 boost. No spray. All motor. Stock bore. Factory ported heads on a Cnc program. Dyno’d in a camaro. To the hub dyno. With a manual. 713hp!!! I literally shit. I may still have the video. If you have a email I’ll send it. HCP in spring Texas has one of the best head guys in the country.
You should give elli a call. It’s HPC in spring Texas. (Northwest Houston) He’s the owner. Great guy. The camaro is his personal car. Could possibly dyno some of his stuff I worked at another shop down the street. He dyno’d all his cars at the shop I worked at.
I re-watched this and saw my old comment. I still think the LS3 is a better overall package. Simpler setup. Exposed injectors, No VVT. It just plain works. -- However, I do wonder, what about an LT1 DI delete (Machine aluminum plugs to put into the injector holes), MSD airforce, against the LS3, Both running E85, 6500 RPM rev limit. -- I like the JE pro notched pistons with the ceramic coating. Upgraded rods, stock crank.
Compare LS 600+hp vs 600+ NA Big Block. Put both into same car using same transmission,rear gears, and see which has the fastest 1/4 mile et trap MPH. Battle of the LS vs Big block which of the two will win?
Have you thought about seeing what you can do with the 6.2 l99? I have a completely stock lower end, heads and cam l99 in my 2012 Camaro SS with the addition of fuel pump 1000cc fic injectors, e-85 and a 2.9L Whipple supercharger. My tuner was amazed at how much more rear wheel power he was able to get out of it as opposed to an LS3 with the same setup. He did a safe tune, but was able to get 670 hp at the rear wheel. I've been having some transmission problems that I will be fixing shortly, but still am running a 10.85 1/4 mile with vvt still active.
2013 camaro ls3 gm stage 2 cam, gm cnc ported heads, 1.8scorpion rocker arms. sheet metal intake 105mm BBK throttle body. will make 680hp. I did it in 2015.
L94/L99 VVT Gen IV vs LT1 Gen V, that would be more apples to apples. We know holley doesnt have VVT control, but it has to be noted VVT makes more before and after LS3 cams. And no fly cutting the pistons, to keep them more real world. Has to be the biggest cam without relief cuts in the pistons.
I would love to see a ford 300 i6 done bone stock Then run efi manifolds Port fuel injection And a cam with this spec 268 advertised duration 208 intake at 50 212 exhuast at 50 477 intake lift at 50 488 exhaust lift at 50 110+4 Then Put twin turbos on it that will make peak boost at 4500 up And if you can run coil on plug with megasquirt or aem or something and then compare it with a twin turbo or turbo 302 sbf you've done, 300 6 vs 302 SBF Will need to replace the pistons with new hyper or forged, Arp studs on everything and bigger valve springs and your set
LS3 in a 5th gen, 568rwhp; 11:33 CR, TFS 262 FED custom heads, solid roller 239/253 720' 702', ZL1 inj, T&D rockers, 91oct, sheetmetal custom Goertz1 intake, EWP, 2'' SW headers& stock NPP catback, remote tuned by Pat G. The rpm signal on the dyno was skewed and numbers were still climbing at 7200rpm, I estimate 575-580rwhp. I have now a full 3'' exhaust and 2.75'' Z28 mufflers, I hope it'll make 590rwhp. Close to 685hp. I think both engine are very similar but the LT1 has a big advantage stock with VVT. With a cam and same CR, totally equal engines, but i prefer LS3 cause its more old school. LT1 cars are faster cause vvt, better trans (A10) and lighter.... I bet with a GPI flycut cam in this combo with GMPP ported heads, thinner gaskets, you'd see exactly the same hp in both or almost. LT1 is not superior when the LS3 is cammed.
@@richardholdener1727 yes same cam. Its a solid roller, no flycut stock bottom LS3, so maybe equivalent to a hydrolic 233/247. The 12 degrees heads gave me more room for a bigger cam and smaller head gasket/ higher CR.
Please continue this testing with the LS3 I have an all motor combo LS3 with GPI SS4 NFC Cam, 821 Casting Heads Ported by GPI and milled .120 with Flycuts .150 deep Looking to go with dual 4150s or 4500s, go to 2” headers, electric water pump, and crank scraper I think the Gen 4 can compete but the Gen 5 are just great for NA power.
I just picked up a 2018 GMC SIERRA Denali with the L86. This video makes me sad. I just realized the 429 stroker LS3 in my 2010 Camaro SS makes about what a heads/cam/intake version of my truck motor would make. That makes me happy at the same time because my truck will be way better after headers and a tune.
Cost is a huge factor. iI takes over half again more money to build an LT than an LS, money that could be spent on an LS to make more power. Spending that money on an LS will net you more HP on an LS than LT. Plus LS is way more simple to work on and if your HIGH DOLLAR LT pump fails you get to buy it again. LT is nice with the flat torque curve with VVT but I'll stick with the LS
When the LT1 came out, I remember an article about how close if not better the LT1 was than the almighty LS7. Maybe do a comparison with those if you have the info. Thanks for all the great content.
I'd say it's not quite on the LS7 level, but its pretty damn close. The LS7 was ahead of its time in my opinion though. Could you imagine a modern LS7 with VVT and direct injection? 🤤 Heads/cam C6Zs are still fast as hell even by today's standards.
@@bill2178 I dont know much about the l8t, but it doesn't seem like a high performance engine comparible to the LS7 to me. The LS7 was based off the LS1.R from the racecar. The l8t is an iron truck engine. The LS7 had an aluminum block, titanium rods and valves, and could rev over 7,000 rpm. A modern LS7 would make way more power while being way lighter IMO.
Gen 4 is best for boost. LT1 (D.I.) has fuel system limitations, putting it at 8xxhp ceiling. built both, have to pick D.I. for ice cream and burnouts but LS3 for max effort race build. i built L86 with untouched heads, intake, mild cam, springs, tune, makes 500hp on chassis dyno.
I liked the 2nd dyno test for 620 hp the best out of all the testing. I think that motor ROCKS for the street, and has insane low end torque. I did not like the last test for the street. The higher end power was not worth the lower end power loss in my opinion.
in the 6gen SS it might not even be noticable since its lighter than 5th gen with a much better chassis. Just my 2 cents not saying your wrong im just not sure it would matter with those differences.
How do you keep DI intake valves clean though. Even with a catch can over thousands of miles they develop deposits. The high pressure fuel pump and injectors are a PITA to change.
If you ever come across one, I'd love to see you do a comparison of an L76 6.0L all aluminum truck engine with VVT vs. Maybe a Gen 3 6.0L or maybe the LT1 or one of the 5.3 variants to see How it compares and responds with VVT cams.
I have an L76 in my GMC Sierra and always wondered what it's power potential could be. It runs so good in stock trim with a little help from headers (and exhaust) and a power programer and throttle enhancer.
I think it’s not that much of a difference, if you go with a ported head on the ls3 I think it would just be making a copy of the lt1. The variable cam timing would be the only difference and that still isn’t too significant in my opinion. That makes me wonder, can lt1 heads fit an ls3?
I’m pretty sure stock LS3 heads outflow stock LT1 heads but the LT1 does not have to flow any fuel through the ports so the actual mass of air could be equal or exceed LS3. interesting comparison Richard. Thanks for all that you do
That's an excellent point, but giving the fuel and air slightly more time to atomize before entering the combustion chamber helps with intake temps and more efficient atomization. I'm not convinced there's much of a difference. Especially when you consider the high rate of carbon deposits that occur in DI engines. That carbon build up creates hot spots in the combustion chamber which changes the tune. Since we're doing a deep theoretical drive that's something else to consider. DI does have drawbacks.
@@richardholdener1727 do you have any comparison information on potential power gains between LS3 heads and the LT heads? I'm curious if the LT heads would be a performance upgrade or is there any benefit to them on an LS based engine. Thanks for your reply!
Hey Richard. The moded LT1 was a disappointment IMO considering ported heads and big cam. The LT1 lost ~70 lb/ft @ 4000 and had lower peak torque? If the cam was bigger on the LT1 wouldn't BTR have had to lock out the VVT? Would that explain the huge loss in torque?
This is a great review. I'm trying to figure out which e-rod motor to buy the LS3 or the LT1 for a 1990 short bed pickup truck. I like the idea of the extra torque down low but not sure the added complexity of direct injection and variable valve timing is worth it.
ls3. no vvt or cylinder deactivation. no collapsed lifters. plus, they only come with 6 speed manuals in the camaro. the automatics are the l99 with all the vvt and stuff. an ls3 with 430 horse dynos at 370 rwhp, while the 400 horse auto only has 320 rwhp. the manual is much stronger and way more fun
Stock for stock and mod to mod the LT1 engine is more powerful. I've seen stock LT1 Camaros trapping 118. Yes, the 10 speed is definitely an advantage. But that won't affect trap speed much. I've never seen a LS3 Camaro trap 118. That's LSA speed. Sadly, most LS3 Camaros trap sub 110.
The question is, since it would be easy, would be to run the LS3 with a Holley High Ram? We all know a dual TB efi is the optimum setup...he has told us this....I think that helped the LS3 a lot.... But dang that LT1 wanting to rev to 7500rpm like a Coyote is nuts
@@richardholdener1727 yes I get so confused you sneaky rascal I end up watching them all multiple times to get my answers.... I hope for more LT testing...im thinking about an aluminum l86 4.065 LT block with their cheapo L8T forged 8 counter weight crank for a cheapish 400ci LT with ported heads and a cam say from TSP that includes the VVT table... Hoping for 650 flywheel around 11.5 to 1, doable ?
Richard, Which factory exhaust manifolds flow the best. My 07 HD 3500 LY6 has 3” out of manifolds through the 2 cats and then Y’s to 3 1/2 out the back. Would like to see a test if possible.
Hi Richard. I'm from Poland, I watch your videos on YT. I have a Camaro SS, 5th Gen with L99 engine. You are an expert in this field, that's why I have a question. My engine has been damaged (a hole in the block) I can buy a C7 LT1 6.2 block, can I transfer the crankshaft, pistons, heads and other components from the L99 block to the LT1 with some minor modifications? Regards. Alex.
The real advantage is VVT. It only took 40 years for GM to catch up to import technology.. That’s why you have lil Turbo K24’s easily making 600rwhp and well into four digit numbers on a built one.
Richard, What about Building a Dart Boss 302 with all the Good stuff, Carol Shelby and Ford didn't have in 1970? if you did a Video can you get me a link?
Late to the party just found this video. I had a 2007 Z06 with LS7, Stock yes i had the heads replaced, then went to an SS Sedan LS3, whoa! less cubes and heavier car, I put the Factory Roots style Blower (LSA) on a the Stock LS3. OH yeah now some torque is back, but the vehicle was too long for me. Got a 2014 Z51 LT1, its ok but not an LS7 or supercharged built LS1 or LS3 with LSA. So now what? I really like this C7 Vette but missing the grunt and bluster of these other engines. Been Pricing things out: Cam ($500) but $8,000 Installed, Ouch, Heads $3,000 port my heads Installed, Intake slim pickings $1,000. Headers $2000 installed, A&A Vortech $10,000 installed. WTF? Can you assess Tuner Kits for the LT1? The biggest push i have heard so far was a quick and dirty A&A Vortech Kit to reach 600 HP with fuel system upgrades. But still $10,000 is a lot of Jack for a one shot kit, will it do the job, will it have strong torque down low, 3,500 RPM? Will ir allow the LT1 to Rev??? Cn the LT1 cam rev at all ?? How does 11 to 1 work out with boost and stock valve train???? Is there a need to work on the intake at all with Boost??? Can HCI beat out the A&A Vortech Type Blower bolton??? Would love to hear you inputs on Hot Rodding the LT1 in a C7. Thanks, Dennis
Im doing the opposite. I am doing a aftermarket ls3 top end on a l8t 427 stroker build. My question is can i use a ls cam in the lt block or do i need a custom cam?
I would like you to do a test on the Gen 3 hemi 392 factory 6 speed cam with boost and then a Comp Cam 274 with boost....I bet the out come would be surprising
Hello , thanks for the video ! I have a bone stock 21 Camaro SS 10speed and was thinking about going full bolt on but wanted to keep stock cam /heads for now , does the btr manifold make good power with the stock cam ?
@@richardholdener1727 why you say that ? As far as performance wise what’s the best intake manifold to but on the stock motor? Rn I just want my lt1 full bolt on but probably next year I’m going to do the heads cam .
