Let's get a quick list of links here (all numbers are rwhp / rwtq)...
384 / 354 by quicksilver97ta
403.7 / ? by GMRULZ
440 / 395 by SAR2K
452 / 398 by 97 WS6 T/A Conv


There are about 10 or 15 more that I've found that have broken into the 400 rwhp zone, or have hit well into the 380's, all N/A on a stock bottom end.

With some of the LS1's ready to hit 500 rwhp with LG Motorsports cams, I find myself confused why there aren't more LT1's in the low-mid 400 rwhp range. It seems like average numbers for heads/cam LT1's (even for those of us in the no-emissions areas) still linger around 350 rwhp. Then periodically a freak emerges with nearly 100 rwhp more. And from the sound of it, the majority of these cars are still running hydraulic cams. The idea of 10-year old engine technology with the ability to spank a blown '03 Cobra is nuts...

...So why aren't we seeing more details on the combo's that can put out those numbers?

 

I would guess its all in the tuning. I think some of the guys probably have some big chamber AFRs to support the setup. But I believe the main things to look for when searching for all the HP you can find is to get the flow #s from the heads and have professionals grind a cam to match the heads. Then on top of that have a serious tuner dynotune it for you. That is what is involved I believe in making all the HP a LT1 is capable of. I always wonder all these guys spending 3 or 4 or 5 thousand $ on their stroker setups are running off the shelf cams?? It doesnt make sense, especially when a custom grind from say Nutek is only $35 more than an off the shelf compcams. I for one will be having them grind me one for my stroker and possibly having Bryan meet me at a dyno to tune my car once the N2O is hooked up.

 

Combo + the right heads will make U or break U.

 

It's all in the heads. One of the priorities when GM redesigned the small block was to improve the heads, AFAIK thats why they changed the piston centerlines, to get a more direct shot from the intake to the combustion chamber. They also used a Cray supercomputer for the first time to model the airflow as opposed to just a flow bench.
I didn't know there where many LS1's ready to hit 500 rwhp. Mine should be a little higher with a new opti, elec w.p., and some better tunning but not near 500.

 

I know SAR2K is running ported lt1 castings. So am I.

The potential power is in the heads..getting everything out of your motor is in the COMPLETE setup of the motor and tuning.

 

There are tons of reasons why they make more power than LT1s.

Less Friction in the bottom end...take for example the oil pump...there is less moving parts in it, and the drive system than what there is in the SBC setup. Thats going to free up some power. I also think they use a smaller bearing and I'm pretty sure the pistons are smaller height wise as well as diam. Both lead to less friction again.

The biggest factor as was mentioned above is the heads.
1. Better valve angel...they are a 15 degree head as compared to a 23. Put a set of Winston cup 18 or 15 degree heads on a SBC....see what happens to your hp then.

2. Intake ports are a straighter design as well as larger and higher flowing...the really tall port also lets the injector fire more directly into the chamber

3. Chamber design itself is much different from a LT1's

4. Much lighter valve train. Look at the valve springs they can get away with...much smaller than a LT1 setup...and the rockers hold with out bending as much while being over 1/2 the weight of a roller rocker for a SBC

As for the tuning....well that works both ways...in some respects the better computers can help them but it also leads to problems

And lastly....I think one of the biggest things is the fact that LS1s are being used in a few race series's like World Challange, ASA, GrandAm...which is going to make GM work a little harder and the aftermarket to do more research into making them stronger....when's the last time you saw a LT1 in a race series?

 

*SIGH*

All of this is so true. It is unreal. Put a cam in an LS1, and you get
an unreal gain. Put one in an LT1, lol

Well, I am just glad I got both!!!

 

Dyno queens. Lots of 450rwhp LS1s are runing 117-118mph.

The LT1 is weak compared to the LS1, but the LT1 can make ok power.

Ryan

 

Actually there are a few LT1 Formulas competing in the Grand Am Cup ...albeit way in the back of the pack.

 

Anthony I see your point about the LS1 motor... I've done some reading on that and saw a couple of the points you mentioned. The main thing I was wondering though is how come there are so few "monster" LT1 setups like the ones I posted above. If the difference between 350 and 440 rwhp is just an extra $200 for a custom-grind cam and maybe $500 more in head porting, why don't we see more people with cars running those numbers? Still a helluva lot cheaper than a blower.

 

It takes a lot more than $500 more in head work to get high numbers out of an LT1. And no matter what, the LS1 is a superior head design with more maxkimum potential.

Rich Krause

 

Like I said Pete.....LS1s are currently being made, raced, and tested on. No one cares about LT1s anymore so its rare to see new and exciting parts for LT1 cars. People know its easier and cheaper to start off with a LS1 based motor so everyone switched over to them.

Save for just a few nut ***** like me and a few others that don't wanna change just yet.

 

Bump on that.

And like has been said before it is all in the heads (and making sure your cam & tunning are good also). Most people dont know of the umm how shall we say... more experienced porters there are out there that can get some real head work done, and most just use joe shmoe that their friend refered or what they hear everyone else uses... And when you use what everyone else uses, you get the #s everyone else has and not larger #s like the ones that were listed...

 

There are 382ci Ls1 strokers pushing just over 500rwhp. I've seen it.

 

He was refering to stock bottom end cars....