what kind of dyno numbers are you Lt1 guys getting?

if not stock what kinds of mods have you got?

 

Gees, looks like it's only us L98 guys who get dyno pulls. :jester

Anyway, numbers are in my sig and data on my site.

 

http://www.wku.edu/~nathan.plemons/g...te/exhaust.jpg :cheers:

 

Did you mean this one Nathan? :D :D I mean it is a nice exhaust and all...
http://www.wku.edu/~nathan.plemons/g...yno_heads2.jpg


[Modified by SurfnSun, 2:28 PM 5/15/2004]


[Modified by SurfnSun, 2:30 PM 5/15/2004]

 

Actually, no I meant this one
http://www.wku.edu/~nathan.plemons/h..._corvette.html :smash:

 

Here's the result from my latest pull. Heads, cam, headers, exhaust. Still needs broadband dyno tuning for some tweaking here, but I really love the tq bump.

When the L98 guys brag about their torque, I just smile. I got em beat and in a range that's useful on the road, useful for blowing the doors off stock C5s.:blueangel:

http://162.33.142.18/cars/DynoThree.jpg

 

Shouldn't a somewhat highly modified 4 year newer Corvette beat a stock 4 year older Corvette?... :skep:
And I won't get into the definition of "useful" being able to be applied from 800 rpm to 14000 rpm depending on situation...

Either way, I love the paint. Is that still torch red or competition orange? Great looking car and good numbers!
:seeya


[Modified by USAsOnlyWay, 8:09 PM 5/15/2004]

 

No, No. My car blows away the newer cars, the stock C5s. That's my road fun. Of course it is stronger than L98s, should be, I don't even mess with them.

But the L98 guys are always on us LT1 guys about peak torque. I'll take my torque curve against the L98, it's useful power for driving, not just a stop light leap . I'm making more power than a ZR1, and at much lower revs where I can drive it.

 

Since your car isn't stock, I assume modified L98's are fair game to you. I'll tell you 358 lb/ft might not be enough torque to brag like that. :cheers:


[Modified by flyersfan1088, 9:22 PM 5/15/2004]

 

Most highly modified L98 builders start by scrapping the intake. That makes them not L98 engines any more, but built small blocks..

I was referring to the L98 owners who always put down LT1s by referring to the advetised peak torque numbers.

Question, does a heads/cam (untouched intake) L98 produce a torque curve shaped like this? An LS1/6 does, and even much better, they have a HP curve shaped like a hockey stick. So a heads/cam LT1 is between an L98 and a LSX in potential.

Forget bragging, every heads/cam LT1 out there is in my range to 20 HP better. My car does, however, illustrate what a bargain buildup in an LT1 can do. Mine is still a stock block internals, not a 396 to 434 built stroker.

Buy your basic good LT1 car for about $15000, add about $6000 to $8000 in mods and you are running with stock Z06s (in a straight line, on the road).

The alternative in L98s is to buy a decent car for about 5 to 6 grand, build up a big cube block with your choice of intake, build up an auto/tc/rear combo, and you are in the 10s in the quarter. I don't pretend I have got any thing of the sort.

But I do surprise a lot of newer cars. And the kind of torque this thing makes is a very satisfying ride in the twisties.

 

:iagree:

My car makes 307 pounds of torque @ 1900 RPM's. At 6300 RPM's it's still making 309 pounds of torque. Add to that a higher value at ANY point in between, peaking at 356. Simply put the car makes power all the way to the redline. Due to gear multiplication and such this means that the car will always put down more power in the next lower gear, regardless of RPM. Contrast this to an engine that can safely spin 6500 RPM's but stops making good power at 5000. If you want to downshift you have to bust out the spreadsheet and figure out if downshifting will benefit you, it's very likely that you'll actually accelerate slower because you're putting a whole lot less power to the ground.

That's where the LTX and LSX engines shine. If you want to accelerate and need to decided on downshifting, you need only ask yourself one question. Will downshifting put me above or below the rev limiter? If the answer is below, DO IT, and you're gonna take off like a bat out of hell.

As for the modification realm, consider your grandfather's axe. If your father replaced the axe head, and you replaced the handle, is it really your grandfather's axe anymore? That's basically what the modded TPI cars are doing. Pop the hood on a highly modified LTX or LSX car and it looks exactly like it did when it came from the factory. Pop the hood on a highly modified TPI car and it looks nothing like a TPI, because it's not.

At it's heart the L98 is nothing more than a SBC with a TPI on top of it. As soon as you remove the TPI and put on something different, it is no longer an L98, it's a normal old SBC. We know of course that these can make killer power. I think what FELNGR8 is trying to get at is the L98 people talking like the L98 is the best motor in the world, when really they've made it into something that isn't an L98 anymore. It may very well be a great motor, and it may make a ton of torque, but when you boil right down to it, it's still a SBC.

Don't get me wrong, they are ALL great motors. It's just that an LTx / LSx block is distinct. You can't just go swapping intakes and heads at whim with millions of off the shelf parts. Thus when you're done modifying there will always be a way to distinguish it from any other SBC. Strip the TPI off of an L98 and you can't tell the difference from any other SBC. You can build a high winding RPM machine or a low revving torque monster, neither one of them will actually be an L98 anymore.


[Modified by Nathan Plemons, 12:05 PM 5/16/2004]

 

Well said, Nathan. Are you studying engineering or English Lit? You express the thoughts very well for an engineering guy.

 

Well, if you're still interested, here's mine. It's a stock 96 LT1 (A4) with 62K at the time and it was a hot sticky South Florida afternoon the day it was done (temp and humidity both around 90):

 

my mostly stock L98 pulled in the 240 rwhp range and 350 rwtq range HOT and blew the EGR tube off after a header install. sounds like we are very close on dyno numbers due to ET. i'm thinking 260 rwhp and around 370 rwtq if it was cooled down and the EGR tube didn't go. we'll see soon.

 

FELNGR8 i'll be your huckleberry and give you some stock motored L98 lubben :lol: nothing fancy about my setup but if your not atleast in the mid 12's no need to run.

you'll probably pull alittle but not much from a hwy roll but from a dig i bet you'll be playing catch up if you do catch up at all :D

i haven't lost to a stock C5 yet and ran an 01 Z06 only once before my long tube header install and from 60-130 mph he only had my by 3 cars if that.

 

Nathan,

i have to disagree with you. the only motor is very instinctive but is still a spin off of TPI is the LS series motors. engine management theory dictates that the same cfm of air should get into each cylinder with the same amount of air for each cylinder. if you look at a carb intake the runners are even and draws air directly from the top and each cylinder is an equal length from when the air went into the carb unlike a TPI, LT, LS series motors. once the air passes the TB it's not in sync with the rest of the manifold.

TPI motors can make huge horsepower and massive torque. you are right on one hand, it is still a SBC gen I but it has Fuel Injection on it with a setup similar to the LT and LS intakes. Each intake steps down in runner length. so what do you get when you change the intake on a SBC Gen I motor? Carbed cars do it all the time. you still have a SBC Gen I Fuel injected motor with some form of TPI setup on it unless you go with a Dominator with a hood scoop. the LT motor is still part Gen I L98 motor. crank, pistons, rods, alot of the valve train. if you put a LT1 intake on a L98 car you get the same characteristics of the LT1 car.

guys are now carbing not only LT motors but LS motors also. so don't be too suprised if you see a LS Camaro or Vette somewhere in a non smog area running one of these.

i'm not saying by no means the L98 is the best motor but it still can roll with the big dogs :thumbs: don't let the slow old stock L98 C4's fool you to me it was a very good platform to start with.

 

And I never said it wasn't. You just said yourself though that the L98 is the same as any other SBC. There are a milliion different fuel injection systems out there for them. CFI, TBI, TPI, MPFI. Whatever you've got it can still come straight out of the box and bolt on, and you can swap it for your buddy's carb setup if you want. At the end of the day though it's just a simple swap away.

True there is a carb manifold for the LT1, but that's damn near it. Your choices are either the LT1 manifold, the LT4 manifold, or the LT1 / LT4 carb manifold. That's not a whole lot of choices. It also still has a gear driven water pump and no provision for a mechanical fuel pump. Even though many of the internals are the same, I can't just go through a catalog and have the myriad of choices that I do for a typical SBC. What I'm saying is that a HIGHLY modded LT1 or LS1 car is still instantly recognizeable as what it is. With a TPI car as soon as you remove the TPI there is no way to know what it originally was, nor does it matter.

So, just keep it in perspective. Don't go saying the "L98" is the ultimate motor when you don't really have an L98 under the hood anymore. As soon as you remove the TPI intake you are left with a modded SBC. Although this motor may well be a VERY powerful street machine, it's not an L98 anymore and shouldn't be treated as such.

We're not trying to trash talk anybody, just trying to make a point.

 

no prob man just having a good debate!

you really can't compare a SBC gen I carbed motor toTPI motor. obviously fuel injection plays into it but LT and LS intake manifolds is technology that is still with the "L98" as we know it. YES you do have to swap intakes to get more radical than aftermarket LT and LS intakes.

i just don't understand why do you think it's wrong to swap intakes? cause it don't look stock? FYI i'm doing a LT intake conversion. already have all the parts it's the when really. i am enjoying seeing how far the TPI can go and i picked up the new intake awhile ago at a good deal.

i'm pretty sure it's not the intake that GM gives the signature to the motors like L98 too. the LS2 is a 6.0 L with only the block being the same. so to me a "True" L98 is from a 88-92 FBody or 87-91 Vettes and it is a "Roller" block with factory aluminum heads.

it's not like there are many more substitutes for the TPI either....lol :crazy:


[Modified by Mad-Mic, 3:42 PM 5/17/2004]

 

It's not wrong to swap the intake, it just in my mind, ceases to make it an L98. To me the L98 designation motor was a 350 with a TPI intake on top of it. As soon as you remove said TPI it ceases to be an L98 because that was the only real difference between it and any of Chevy's other 350 V-8's.

I guess we're just gonna have to agree to disagree. :D

 

With that logic an LT4 intake on an LT1 ceases to make it an LT1. :)