Hi guys, 17 Super Sport Camaro 6 Speed manual here, running the Lil' LT1 engine. Badass performance engine. 455hp 455lbs Tq and still get 27mpg on the Highway.
This is why GM needs to present an SUV with the LT1 as an OPTION. It can come standard with a tame 4 or 6 banger, but design the engine bay to accept a 6.2L V8. Build it and they will come, Chevy !
Guys, I’m not talkin bout the pickup truck framed Tahoe or Yukon, I’m referring to something more midsized to compare to Ford’s Explorer. Ford made a great move switching the latest iteration to a rear-wheel biased SUV but they still only offer, albeit powerful, a V6. Chevy needs to answer this with something equivalent since Ford is killing it ! Offer it with the LT1 and keep it under 5000lbs, but don’t slap any SS monikers on it, if they want it to appeal to women. If you do the research, I’ll bet you’ll find that the majority of the drivers of powerful Yukon Denali’s or Explorer ST’s are WOMEN, but most of them will never sign off on it if it’s called an “SS” !
@Giovanni Luchetta um v8s now a days aren’t really that bad on gas? Last time I checked even with the Silverado and the 5.3 I know someone who’s putting down over 450 to the wheels and is still getting close to 28 mpg on the interstate. So no your comment is quite frankly wrong.
Every time I hear or read about the new LT engine technology, I start thinking of spending money. The positive comments on the old iron block 6.0 engines reminded me my Jeep works perfectly for our needs. It would be fun though. Thanks for putting out such good reliable content.
Thank you for sharing your insight and knolledge and clearifyng the difference between the two engines I'm sure you have many satisfied customers, jeep is out of my reach but still on my bucket list do not change a thing in your formula for success it is golden keep it up
Brian White 6.0 will be good your you. A lot of swaps are 6.0 it’s more inexpensive and it’s been proven. The 6.2 is better but not for the price it goes for.
What about the carbon buildup in the intake manifold and valves ?? Thst's a headache you have to deal with sooner or later with the direct injected LT1.
I remember being hesitant about kicking my carbureted big block to the curb for the new improved fuel injected LS engine admittedly being one of the no replacement for displacement kind of guys but eventually I did and now I’ve graduated again to the LT I fell in love after buying my C7
Jeremy Lee. I’m glad to own a VE Commodore V8 with Manual transmission which I will keep as long as I’m able to. A piece of automotive history now unfortunately. RIP Holden.
Very good info. I'm not in the market but if I was, I worry about long term quality. GM products have and getting a worse reliability problems. I was a Chevy die hard since 1970 to 1988. Just Toyota's for me since. Good maintenance and they last forever.
A couple years back they had a car show by me. People came from all over. They usually do. We have a lot of hot rods by me. 7 brand new corvettes showed up. The asked where they could gas up. A Citgo by me was recommended. After they filled up and drove away all seven of them broke their crankshafts. VVT and really bad gas. Big law suits. I used to mow my neighbor's lawn for him and he asked me what he could do for me. I told him get me some high test and gave him a can. He got the gas at the same Citgo. It stopped my mower. The alcohol in the gas made it like a light gelatin with white specs all through it. I had to drain the gas and burn it. Contaminated. I use alcohol free gas since then. 40% better mileage and was better performance. I have an LS truck. A boat mechanic explained to me what that gas can do to an engine. I was stunned. Bacteria grows in it because it absorbs water because of the alcohol. The fermentation process causes bacteria and the process starts all over. Try running jello in your engine.
Which of these is more compact. Are both these engines higher in profile that the older lt1's? I mean as far as fitting under the hood of a smaller car without having to cut a hole in the hood. This is why I have the old lt1 in the car right now.
Lots of people seem to bitch about GM, yet their pushrod v8s are the most common swap in the world it seems and even their Ecotec III Gen. 5 4.3L v6 is a pretty damn nice swap as well if you have the resources. The LV3 is based of the LT1, just 2 cylinders chopped off. I hope there becomes an aftermarket it too. Not to the extent of the LS or LT, but cam upgrades, intake for port fuel injection, etc. I have a Grand National, I was ready to swap a Buick 3800 Series II block into it then I seen someone swap the LV3 in and it's much better, especially the heads. The aluminum block LV3 is probably very close in strength with the TA Performance Aluminum block and LV3 heads unported flow almost as well as the TA Performance Heads after a P&P. The LV3 heads, cost $170 for a brand new pair and out of the box they flow almost as well as $3500 to $4000 set of aftermarket performance heads. Sorry to deviate from the original title, but GM knows how to engineer and build great pushrod motors. Shit even GM's first generation 2.4L ecotec block is in a dragstrip car running 5.95 at 230mph. In your face 2jzed boyz.
Unfortunately here in Australia 6.0 or 6.3 LS is our only cost effective option at the moment, and even the 6.3 ls second hand is demanding premium dollars. Hmm wonder if the wife would mind a parts finding holiday to the states?
Robbie, have you figured out how to do these LTV swaps on JLUs yet? Any update here or recommendation? Would love to hear some progress. Thanks for the great vids.
extremely well done and interesting. I wish LS7 were included in comparison, though I know it is different size. I have a 2006 GTO that I plan to do an LS7 crate. but now I am wondering if LT1 might be better. but what about the ECM? if I stay in LS family, I only need to swap the engine, the ECM remains, correct? it is simpler right?
Douglas Myers Just buy a Texas speed 427. They use a 5.3 and sleeve it. It’s stronger than an LS7. I broke my C6Z piston and picked up a TSP 427 long block for 14K, good for 1,000 hp. I will rebuild my LS7 for a future project. Just my 2 cents.
@@TheTmshuman thank you for the suggestion, I do not really want to go the iron block route. and then if i went to an engine like that, I would have to redo everything, cooling, trans, TC, fuel pump. have you completed install already? is it still comfortable on the street? with an LS7 crate, all I need to do is strengthen the 4L65 a bit. plus, I do not need to be the absolute fastest, just want to move ahead of all the standard current crop of muscle cars, which an LS7 in a 3700 pound or so GTO should do.
I prefer simplicity. Im a ls3 fan due to its simplicity and reliability. You could make it home with a bunch of cylinders down, as long as you have cam and crank signal it will keep going.
Im not complaining about a forged crank but I mean on the gen 3 and gen 4 people like Richard holdener have made like 1200hp with a 5.3 and like 1500 with a 6.0
And the IRON L8T gen 5 LT is making 2000hp with the stock block the center counter weighted FORGED factory stroker crank that pre Biden was $563 across my local GM dealers parts desk... The gen 5 blocks are stronger and have larger cylinder head bolts so they will hold more boost...superior in every way ... Btw Holder doing that in a controlled environment using air to water intercooling a few hits isn't the same as racing it and driving it on the street.... Without getting into the weeds, one pull to 1200hp on his dyno with perfect water and oil temps is a single run to let's call it 7000rpm.. Just a single pass with an A8 would be 7 back to back dyno pulls....water won't he 156 degrees and oil won't either at the end of a run like that...its WAY harder on an engine and then it's not 4-10 times for a video it's 100s maybe thousands of times...plus heat cycles....most engines don't pop on the dyno for a reason....but they pop all the time at the track.... Also your talking strictly turbos the harmonics from crank driven superchargers greatly decrease what a gen 4 cast crank can take by a LOT over a period of time... Forged is better period, the blocks are better period if your scared of DI just get a port converted intake it's economical.....
They are both good mills, but would go with a Mopar motor since the Wrangler is one. They made many SRT8 Jeeps with the 6.1 as well as 6.4, and then there is the trackhawk with the 6.2 Hellcat engine. I know that the GM offerings are cheap, but always prefer OEM and Mopar over the others 💪🏼😎
I find it funny when people say tq wins races. I daily drive a ram with a cummins . I have tuner, large injectors and large turbo. I make over 1400 lbs feet of tq . Most stock high performance cars could whoop my truck if they wanted. There is a balance. Tq gets you moving hp mast you fast.
I think you're absolutely right, but at the same time carmakers, journalists and a good number of people tend to take part in an "horsepower race" where the only thing that matters is your power figure at top RPM, I think he meant to remind that a 30hp difference alone, expecially in n/a engines, is not meaningful if for the most part of the rpm range the other contendant makes more torque, and thus more power
Yea but diesels are not meant to go fast. Don't get me wrong, you can make them fast but comparing a diesel to a gas is not ideal. The gas engine rpm where as a diesel does not. So basically the initial takeoff is the only spot where a diesel has advantage.
@@bryanloewen5011I wasnt comparing diesel and gas engines more so the statement that TQ wins races. Its a complete package That gets the job done. My example was the best way to explain that.
@@bryanloewen5011 no man your cool it's cool. I hope I didn't come off wrong. I was just trying to explain what I meant better . Your a 100% correct in what your wrote.
I have a 2014 Tahoe . I bought the AFM disabler from Range Technology 9 months ago, It really does the job but you have to keep plugged in to your OBD2 header so it will be busy all the time. It costed me $200, I regret buying it because I found out later that for a similar amount of money I could have tuned it instead. BUT, if your vette has warranty and you don't want to void it for some reason, u can buy the AFM disabler which can be disconnected and it will go back to stock tune. I definitely recommend you disable AFM because it ruins the lifters making the engine burn more oil than normal as it gets more mileage. Yeah GM disappointed me a lot with that, and they still haven't fixed it.
The best for engine longevity is a total AFM delete kit using quality lifters. I have a 19 SS 1LE and when it's warranty is up I plan to delete the AFM components and a manual car like mine doesn't even use the AFM, but a LT1 is a LT1 regardless of whether it's in a manual or auto car so they use the same hardware inside them and are all built with the AFM components whether they utilize them or not. The issue with AFM isn't a software problem, it's a hardware problem. The lifters fail and that can cause big problems in the engine. Even in a best case scenario you're replacing the lifters which requires removing the heads, so right there it's already an expensive fix if you're not doing the labor yourself.
The LS series is obviously hugely popular with a giant aftermarket, and is fairly inexpensive to mod. With that said the new LTx series has some flaws that need addressing for serious power, but if you're willing to take the heads off this motor it's HP potential is extremely impressive. 600+ WHP N/A is fairly easy (not necessarily cheap) to get to with a factory bottomend. Select a knowledge LTx shop, of course you're going to cam it, port the heads, port match a MSD manifold to them, get a large and/or ported TB, go E85, some good longtubes, delete the cats, get a tune from the knowledge LTx shop, and you can be at 600+ WHP. While you're doing all that get rid of the POS AFM(DOD) lifters, and the VVT will likely get delete when you cam it. Two less things to have to worry about going wrong in the motor. In stock form the LT1 is an extremely broad and linear motor to be N/A. Almost feels kind of like a positive displacement blower motor on low boost. At worst they make at least decent to good power everywhere in the motors RPM range and they're very responsive to throttle inputs. They're pretty strong everywhere, but start to fall off a little bit towards redline.
Is anyone out there mixing parts between LS & LT engines yet? The head bolt pattern looks the same, the difference being the locating dowel locations. Is it possible to use an LT bottom end with a LS top end?
I’m sure you found an answer by now, but in case you have not... No, almost nothing swaps from an LS to a Gen V LT1. Valves are reversed, so no on the heads. Cam is different w fuel lobe for High Pressure Fuel Pump, etc, etc
SFI was NOT required directly, it was necessary to meet federal emissions requirements, it is an important distinction, just like catalytic converters are not required per se, but are needed to meet emissions levels
Well it was the precursor to LS3 so I’d have to agree. My auntie told me a long time ago that Chevrolets were good cars and I’d have to agree. Although there are faster vehicles on the road, my Camaro is my very first Chevy and it has never, and I mean never, not ☝🏽 once disappointed me performance wise. Chevy engines are more reliable than all the foreign performance engines(BMW M, MB AMG, etc) in which they had better be considering they’re domestic vehicles. My BMW was absolutely T-RASH. I live in Dallas and I kid you not I once drove 10 miles on the interstate and counted 6 BMW vehicles broken down on side the road. I owned a Charger R/T before the Maro and it wasn’t fast enough but it didn’t give me any problems. People overpay for foreign vehicles to break down and under perform
If you are building a super high horsepower engines with all that is available, then the LS is a better choice by far. There are some extremely impressive heads and blocks available for the LS, not so much the LT, at least not yet.. If you want a stroker motor bigger then 350 cubes the LS is also a better choice.
Well yeah, they're iron blocks and in most cases, are running turbos... which is exactly what they're good for. Not to mention, there are 100523092349234923409234 of the blocks out there that are in junk yards
What about the LS3VR9 with inverted sequential defibrillators!? I swapped the QuadraMagna for a Scatback Valve Residual Displacement. I much rather prefer high altitude bottom-end torque right at the oil pan sump pump! Just my opinion tho.
odiggler you’re running inverted seq defibs, bold move that vr9 version should handle the dynamic swirl atmospheric induction vortex for sure. Be sure to install a positive vacuum magnetometer to monitor bore volume eccentricity.
So the new direct injection is better.... I get it... but my question is if I find a used 6.2 or any newer direct injection engine can I pull the LT head's and intake off and bolt my LS head's and intake on.... I don't have the newer intake so I'd rather just use what I have because it seems like it would be a nightmare to convert a LS over to a LT as far as the wiring and the computer.... I doubt my LS computer will work but if I'm wrong someone school me on this please
NO Among other things, the intake and exhaust valves are reversed on the Gen V LT1 95% of LS parts are not direct swat with the new LT1/LT4. Your LS ECM is not designed to run direct injection.
I've read a lot about people complaining about them being heavier and anecdotally being less reliant, but I would love to find a video with this kind of depth covering the reason why, I'm looking to restromod an old dodge RC, and wanted to stick with chrysler, but LS and matching transmission (according to the internet) is a better choice for price, reliability, and durability, but again everything i find is mostly anecdotal, and I'd like to see some sort of stress tests or legit figures to back all of that up.
Well, Chrysler transmissions (prior to the Hellcats) are entirely known for self-destruction across all their models. Excluding that, you're talking about more power, more reliability, easier to repair, and most of all... you are getting something that can be worked on by almost anyone... If you're looking to boost reliability and fuel economy (something Jeep owners want) an LS is your cheapest, fastest, and most reliable option you can get.
The original 1963 Chrysler Hemi puts everything they make to shame today everything Chrysler makes now requires a massive computer and completely unreliable think about it
Just remember when your going to an LSX build route, besides the obvious Cast Iron Block, it will have a higher Deck Height as GM puts more up top as well as longer sleeves so you can build some nice Stroker motors. Now you'll have a lot of options with this block, but keep in mind that you have to factor in the increased deck height when buying headers and fitting under the hoods of some vehicles. Off the shelf headers probably won't fit with the increased deck height.
@Sho Dog bunch of reasons... aftermarket support is going to be much more on the LS . Cost for any of the stuff on LT's going to be more. Also tunability going to be much cheaper on an LS platform especially because of the direct injection on the LT. that's going to be a big limiting factor the direct injection. Also anything you can do on an LT you can make an LS do. The only place that the LT might shine a little better...is in gas mileage and low-end torque. But the low end torque differences you probably wouldn't even notice.
If you slap some forced induction on the LT1, damn! My little v6 with 27 PSI slams me back in my seat in my Grand National. The Grand National engine block, 109, is a junk block. Crazy how some people got fooled into thinking the Grand National was some bad ass car, but the truth is the shit 109 block will split at around 725-750 crank horse power. Love to put a stock LT1 in my Grand National, run 8 or 9 psi of boost and it would be faster that the fastest stock block Grand National/T-Type and I wouldn't have to worry about $15k built POS 109 block breaking. Yes that's right, I spent $15k rebuilding a 109 block with forged internals and aluminum heads, only to find out that if I push it much pass 600 horse power the block will split in the lifter valley. Should bought an LM7 or an LT1 and paid the extra so I wouldn't have to worry about blowing up a $15k grenade.
Charles Lowe - if you “slap some forced induction on the LT1”, you’re basically just trying to build your own LT4, but without the internal engine upgrades that GM has done
@@devilsreject5343 you are correct but not giving the whole spectrum. The LS3 came in both the C6 vette (2008 and up) and the 5th gen camaro. They made the same power. The LT1 comes in the C7 vette and the 6th gen Camaro. The test doesn't matter that its a 2010 camaro or a 2014 vette, because regardless if its a C6 vs C7 vette or a 5th vs 6th gen camaro you will get the same numbers. The final drive ratio may have some effect but the point of the graph is to show the power and torque difference in curvature rather just pure numbers. Like he states, pay attention to the way it graphs, not just the numbers. Hell, even a Silverado could have been compared since they share the LS and LT platforms. Those are a whole different topic though. Bottom line is you can't compare an LT and an LS in the same car without having an entire swap done to one of them. Its just pointless really. The vette and camaro are perfectly fine to compare since they share engines between the two models, and only really start to differ in the higher end models such as a C6 Z06 and a 5th gen ZL1. The Z06 has an LS7 (7.0L LS) and the ZL1 has an LSA (supercharged 6.2L LS, based on the LS3). Then at that point it would not be an accurate comparison.
@@houndsmaster34 I was merely informing him that those vehicles had the motors in question. You are correct the Corvette had it as well. However, comparing the trucks to the LT in the Vette/Camaro would be incorrect, as those are an iron block in the trucks, vs. the aluminum in the cars.
@@devilsreject5343 sorry I should gave clarified. I was referring to the Silverado LS and the Silverado LT engines. I know the LQ4 is a cast iron but I think the LQ9 is forged aluminum? I may be wrong. And I know you were answering the question but I just thought I'd add to it to show that it doesn't matter one is a camaro and one is a vette. Sorry if I made it seem I was doubting you! Lol
@Nedd Flandersplease educate me. A c7 lt1 comes with some better internals and tuning from the factory than a 2014 camaro ss does correct? Thus the hp difference between the 2 models. Please give me more information than thinking i am wrong. I would like to learn. Thanks in advanced.
The LT1 has higher compression due to the direct injection similar to diesel technology. Me personally, I'd rather have the LS3 for the fact you'll have less carbon build up. Not sure what GM has done to fix this, but I'd like to research it. When it comes down to it, if torque reigns supreme in a heavier vehicle, then a diesel would be the best yet...especially in a JKU or JLU.
They say carbon buildup typically happens at higher mileage and affects horsepower and performance. I bought my Camaro with 16k miles and I’m currently at 83k hoping to trade it in before Christmas, but performance isn’t lacking
Tru That , but diesel is history outside of industrial uses. Emissions insurmountable for personal vehicles. Most euro cites have banned their entry. No diesel cars have been sold in USA for yrs
@@2015_Rubicnn Tru That. Push to electric is running into roadblocks. Commodities needed to mfg them have rapidly escalating costs(lithium up 1200% in 2 yrs for ex.) Diesel emissions got better w/15ppm sulfer limit & Add'l Urea Furnace to burn Exhaust , but hardly made it the emission Poster Child that SULEV's engines are today.
Lt1 team American Racing Headers x pipe . Dsx E85 Flex Fuel Kit , rotoFab CAI , Motorad Thermostat, Callies Ultra Beam Rods and WiseCo Forged Pistons, CamMotionCam , Johnson Lifters , C5R Chain , VVT Lock Out , ARP Bolts and Studs , Brian Tooley Lifter Trays And Valve Train Components, Valves Springs, DOD Plugs, Head Gasket and Head Bolts
Anyone know the weight of the LT1 vs the LS3? No transmission, no exhaust. Any ideas? From what I can read online the average guess is that the LT1 is about 50lbs heavier than the LS3
From what I gather: LS3 = 418lbs LT1 = 465lbs Weights on engines are tough to nail down because they publish different weights at times. Sometimes it’s the dry weight, sometimes without accessories, sometimes without the flywheel/flex plate. Not sure why the Gen 5 LT1 would actually weight 11% more than an LS3 in real life. Maybe it’s the increased gusseting around the cylinder liners?
@@kyleallen3857 thanks for the response. It’s definitely hard to nail down, and I know that everytime we search for info on that, it often feels like apples to oranges, unless you actually have the equipment and can select all accessories and put it on your own scale. I think the biggest reason is probably the variable valve timing system. I’m not really sure what hardware that actually is, but I imagine it would weigh more than the LS’s simpler system. Maybe direct injection, so whatever extra fuel pump you need? Yeah, idk. Doesn’t really seem like that should all add up to 50bs, maybe 25, but not 50. Who knows!
@@rabidlenny7221 It’s not the VVT. That’s maybe one pound. You will laugh when you see what it’s actually composed of. www.superchevy.com/how-to/engines-drivetrain/1808-advantages-of-vvt-cam-in-gen-iv-v-engine/ The High Pressure Fuel Pump for the Direct Injection maybe weighs 1 1/2 lbs
Dude get in a old big block car. You haven’t felt torque yet with these engines. My BUICK, 455. Has 520+ ft lb, starting down at 2800RPMs. And gets 22 MPG in a 4200lb car. The car is a 69 riviera. The engine is a 73 block and bored .03. Plenty of passing power, good highway cruiser. And if put a hitch on it. It would pull better then my 2004 Denali.
Hi guys, 17 Super Sport Camaro 6 Speed manual here, running the Lil' LT1 engine. Badass performance engine. 455hp 455lbs Tq and still get 27mpg on the Highway.
Question is, how many tanks do you actually get 27mpg average.... My damn foot goes limp when it hits the floor....
This is why GM needs to present an SUV with the LT1 as an OPTION.
It can come standard with a tame 4 or 6 banger, but design the engine bay to accept a 6.2L V8.
Build it and they will come, Chevy !
Giovanni Luchetta no, those are the L86
@@390nm It's pretty much the same motor bro
Nope...too many snowflakes now. V8 bad. GM CEO Mary Barra says Gas Engines bad...Must go electric.
Guys, I’m not talkin bout the pickup truck framed Tahoe or Yukon, I’m referring to something more midsized to compare to Ford’s Explorer. Ford made a great move switching the latest iteration to a rear-wheel biased SUV but they still only offer, albeit powerful, a V6. Chevy needs to answer this with something equivalent since Ford is killing it ! Offer it with the LT1 and keep it under 5000lbs, but don’t slap any SS monikers on it, if they want it to appeal to women. If you do the research, I’ll bet you’ll find that the majority of the drivers of powerful Yukon Denali’s or Explorer ST’s are WOMEN, but most of them will never sign off on it if it’s called an “SS” !
@Giovanni Luchetta um v8s now a days aren’t really that bad on gas? Last time I checked even with the Silverado and the 5.3 I know someone who’s putting down over 450 to the wheels and is still getting close to 28 mpg on the interstate. So no your comment is quite frankly wrong.
Great comparison between the two engines and transmission. I gained a lot of knowledge in this video
This was probably the absolute best, most informative videos I’ve watched in forever. Well done - I kinda wanna have you work on my LS now!
Excellent job on video. Great info no un needed rambling....rare
Every time I hear or read about the new LT engine technology, I start thinking of spending money. The positive comments on the old iron block 6.0 engines reminded me my Jeep works perfectly for our needs. It would be fun though. Thanks for putting out such good reliable content.
Thank you for sharing your insight and knolledge and clearifyng the difference between the two engines I'm sure you have many satisfied customers, jeep is out of my reach but still on my bucket list do not change a thing in your formula for success it is golden keep it up
Team LS3 8 and 1/2 years of service No troubles whatsoever.💪
Cababy 12 aka team old believers.
It’s basically the same !!
@@Jonathan-tb6fm no, not even close.
@@Jonathan-tb6fm you couldn't be more wrong.
2010 ss ls3 260k miles no issues just oil changes
Ty for helping me confirm my initial assessment. My next purchase will be a 2016 SS Camaro.
Love my LT1. Headers, cam, intake manifold, air intake and tune. Scat packs are dust. Thinking about adding a snail😉
Completely in love with the LT in my 18SS. Great power and sound! Really fun car for an affordable price. Well done Gm!
So I have 99 suburban 5.7 but I wanna do 6.2 or 6.0 only for pulling an some fun which one help please
Brian White 6.0 will be good your you. A lot of swaps are 6.0 it’s more inexpensive and it’s been proven. The 6.2 is better but not for the price it goes for.
@@JeremiahIsreal144k Lt has more torque at lower rpms. Any heavy chevy car will benefit from that.
3200 RPM is the sweet spot with the NPP exhaust setup 👍🏽
What about the carbon buildup in the intake manifold and valves ?? Thst's a headache you have to deal with sooner or later with the direct injected LT1.
I am currently installing a 2016’ LT1 with an 8spd auto in a 78’ Camaro. Super excited
I prefer the gen 3 and gen 4 motors for the simplicity of the fuel system
Appreciate the rich contents.
I remember being hesitant about kicking my carbureted big block to the curb for the new improved fuel injected LS engine admittedly being one of the no replacement for displacement kind of guys but eventually I did and now I’ve graduated again to the LT I fell in love after buying my C7
LS3 was also available in the Chevy SS behind a manual trans or the 6L80.
Sadly, most people don’t know about those though
Chicken Tenders. Even less people know that the Chevy SS is a Holden Commodore from Australia.
@@David-lr2vi I knew that, just like my GTO is a Holden Monaro... RIP Holden. ;(
Jeremy Lee. I’m glad to own a VE Commodore V8 with Manual transmission which I will keep as long as I’m able to. A piece of automotive history now unfortunately. RIP Holden.
David I own a Chevy ss. Couldn’t agree more
Interesting to hear that the LS3 has a cast iron crankshaft give how durable and reliable they are.
Cast cranks good past 600hp . Fluid Damper (or equiv) good for modded engines @ that point & beyond.
Very good info. I'm not in the market but if I was, I worry about long term quality. GM products have and getting a worse reliability problems. I was a Chevy die hard since 1970 to 1988. Just Toyota's for me since. Good maintenance and they last forever.
Chevy has actually improved sense the 2010's
A couple years back they had a car show by me. People came from all over. They usually do. We have a lot of hot rods by me. 7 brand new corvettes showed up. The asked where they could gas up. A Citgo by me was recommended. After they filled up and drove away all seven of them broke their crankshafts. VVT and really bad gas. Big law suits. I used to mow my neighbor's lawn for him and he asked me what he could do for me. I told him get me some high test and gave him a can. He got the gas at the same Citgo. It stopped my mower. The alcohol in the gas made it like a light gelatin with white specs all through it. I had to drain the gas and burn it. Contaminated. I use alcohol free gas since then. 40% better mileage and was better performance. I have an LS truck. A boat mechanic explained to me what that gas can do to an engine. I was stunned. Bacteria grows in it because it absorbs water because of the alcohol. The fermentation process causes bacteria and the process starts all over. Try running jello in your engine.
Narrator never came up for air, remarkable.....
Thanks great information
who was doing that awesome peter gun music at the end?
Which of these is more compact. Are both these engines higher in profile that the older lt1's? I mean as far as fitting under the hood of a smaller car without having to cut a hole in the hood. This is why I have the old lt1 in the car right now.
Sequential fuel injection was a high-tech marvel of engine fuel management when I was a kid back in the '80s.
The direct injection systems are more complicated, delicate and expensive I keep the ls3 (what I like about the LT is the forged crankshaft)
Lots of people seem to bitch about GM, yet their pushrod v8s are the most common swap in the world it seems and even their Ecotec III Gen. 5 4.3L v6 is a pretty damn nice swap as well if you have the resources. The LV3 is based of the LT1, just 2 cylinders chopped off. I hope there becomes an aftermarket it too. Not to the extent of the LS or LT, but cam upgrades, intake for port fuel injection, etc. I have a Grand National, I was ready to swap a Buick 3800 Series II block into it then I seen someone swap the LV3 in and it's much better, especially the heads. The aluminum block LV3 is probably very close in strength with the TA Performance Aluminum block and LV3 heads unported flow almost as well as the TA Performance Heads after a P&P. The LV3 heads, cost $170 for a brand new pair and out of the box they flow almost as well as $3500 to $4000 set of aftermarket performance heads. Sorry to deviate from the original title, but GM knows how to engineer and build great pushrod motors. Shit even GM's first generation 2.4L ecotec block is in a dragstrip car running 5.95 at 230mph. In your face 2jzed boyz.
Unfortunately here in Australia 6.0 or 6.3 LS is our only cost effective option at the moment, and even the 6.3 ls second hand is demanding premium dollars. Hmm wonder if the wife would mind a parts finding holiday to the states?
6.2 and both are still not cheap. LT would quadruple the costs if not more
What would be a better engine to swap in a heavy old school between an L83 or Ls3?
my dad worked for General Motors so my brother special ordered a Z28 with an LT5. it was the most amazing car I ever rode in.
Eh ... what about wheel diameter and car mass? Probably more impact than the choice of either engine
"Torque is what gets you there and horsepower is what keeps you there"
well said sir!
torque wins races, horsepower sells car.
I actually traded my 2010 C6 grand sport Corvette for a 2014 C7 stingray. My Vette is a bolt on car making 470whp and 461 trq. It moves out.
Do yall swap gm trucks? If i had an l83 silverado would you do an lt1 swap?
Cast is very grainy material a forged crank is very fine grains packed together a better product.
Robbie, have you figured out how to do these LTV swaps on JLUs yet? Any update here or recommendation? Would love to hear some progress. Thanks for the great vids.
We have had an LT JL on the road for over a year, we will have some videos and updates soon.
What kind of costs ?
need an engine, transmision, transfer case for a 2011 ZR S10 4wd, 1948 Silver streak body going on it.
extremely well done and interesting. I wish LS7 were included in comparison, though I know it is different size. I have a 2006 GTO that I plan to do an LS7 crate. but now I am wondering if LT1 might be better. but what about the ECM? if I stay in LS family, I only need to swap the engine, the ECM remains, correct? it is simpler right?
Douglas Myers Just buy a Texas speed 427. They use a 5.3 and sleeve it. It’s stronger than an LS7. I broke my C6Z piston and picked up a TSP 427 long block for 14K, good for 1,000 hp. I will rebuild my LS7 for a future project. Just my 2 cents.
@@TheTmshuman thank you for the suggestion, I do not really want to go the iron block route. and then if i went to an engine like that, I would have to redo everything, cooling, trans, TC, fuel pump. have you completed install already? is it still comfortable on the street? with an LS7 crate, all I need to do is strengthen the 4L65 a bit. plus, I do not need to be the absolute fastest, just want to move ahead of all the standard current crop of muscle cars, which an LS7 in a 3700 pound or so GTO should do.
I prefer simplicity. Im a ls3 fan due to its simplicity and reliability. You could make it home with a bunch of cylinders down, as long as you have cam and crank signal it will keep going.
I'm using a ls1 stroked to a 383 in my s14 240sx and it's very reliable, heck my acura tl has more problems ha
to pull you, almost like being pushed from behind
well which is it
Please, we just waiting for a short video for Camaro’s transmission vent explaining.
From where 8L90 breathe ?
Im not complaining about a forged crank but I mean on the gen 3 and gen 4 people like Richard holdener have made like 1200hp with a 5.3 and like 1500 with a 6.0
And the IRON L8T gen 5 LT is making 2000hp with the stock block the center counter weighted FORGED factory stroker crank that pre Biden was $563 across my local GM dealers parts desk...
The gen 5 blocks are stronger and have larger cylinder head bolts so they will hold more boost...superior in every way ...
Btw Holder doing that in a controlled environment using air to water intercooling a few hits isn't the same as racing it and driving it on the street....
Without getting into the weeds, one pull to 1200hp on his dyno with perfect water and oil temps is a single run to let's call it 7000rpm..
Just a single pass with an A8 would be 7 back to back dyno pulls....water won't he 156 degrees and oil won't either at the end of a run like that...its WAY harder on an engine and then it's not 4-10 times for a video it's 100s maybe thousands of times...plus heat cycles....most engines don't pop on the dyno for a reason....but they pop all the time at the track....
Also your talking strictly turbos the harmonics from crank driven superchargers greatly decrease what a gen 4 cast crank can take by a LOT over a period of time...
Forged is better period, the blocks are better period if your scared of DI just get a port converted intake it's economical.....
The LT1 460 will smoke the LS3 525?.
So how good is the LT1 535?
wow! thanks
They are both good mills, but would go with a Mopar motor since the Wrangler is one. They made many SRT8 Jeeps with the 6.1 as well as 6.4, and then there is the trackhawk with the 6.2 Hellcat engine. I know that the GM offerings are cheap, but always prefer OEM and Mopar over the others 💪🏼😎
Ty
I find it funny when people say tq wins races. I daily drive a ram with a cummins . I have tuner, large injectors and large turbo. I make over 1400 lbs feet of tq . Most stock high performance cars could whoop my truck if they wanted. There is a balance. Tq gets you moving hp mast you fast.
I think you're absolutely right, but at the same time carmakers, journalists and a good number of people tend to take part in an "horsepower race" where the only thing that matters is your power figure at top RPM, I think he meant to remind that a 30hp difference alone, expecially in n/a engines, is not meaningful if for the most part of the rpm range the other contendant makes more torque, and thus more power
Yea but diesels are not meant to go fast. Don't get me wrong, you can make them fast but comparing a diesel to a gas is not ideal. The gas engine rpm where as a diesel does not. So basically the initial takeoff is the only spot where a diesel has advantage.
@@bryanloewen5011I wasnt comparing diesel and gas engines more so the statement that TQ wins races. Its a complete package That gets the job done. My example was the best way to explain that.
@@markrich3271 fair enough. Thought I'd give my 2 cents lol. Sorry I should have read your comment more thorough.
@@bryanloewen5011 no man your cool it's cool. I hope I didn't come off wrong. I was just trying to explain what I meant better . Your a 100% correct in what your wrote.
What’s the weight difference between the 2?
Damn, you know these engines!
Help. I have a 2017 Vette. Should I use a Range AFM Disable? What is best for engine longevity?
I have a 15 SS, get a tune instead.
I have a 2014 Tahoe . I bought the AFM disabler from Range Technology 9 months ago, It really does the job but you have to keep plugged in to your OBD2 header so it will be busy all the time. It costed me $200, I regret buying it because I found out later that for a similar amount of money I could have tuned it instead. BUT, if your vette has warranty and you don't want to void it for some reason, u can buy the AFM disabler which can be disconnected and it will go back to stock tune. I definitely recommend you disable AFM because it ruins the lifters making the engine burn more oil than normal as it gets more mileage. Yeah GM disappointed me a lot with that, and they still haven't fixed it.
The best for engine longevity is a total AFM delete kit using quality lifters. I have a 19 SS 1LE and when it's warranty is up I plan to delete the AFM components and a manual car like mine doesn't even use the AFM, but a LT1 is a LT1 regardless of whether it's in a manual or auto car so they use the same hardware inside them and are all built with the AFM components whether they utilize them or not.
The issue with AFM isn't a software problem, it's a hardware problem. The lifters fail and that can cause big problems in the engine. Even in a best case scenario you're replacing the lifters which requires removing the heads, so right there it's already an expensive fix if you're not doing the labor yourself.
The LS series is obviously hugely popular with a giant aftermarket, and is fairly inexpensive to mod. With that said the new LTx series has some flaws that need addressing for serious power, but if you're willing to take the heads off this motor it's HP potential is extremely impressive. 600+ WHP N/A is fairly easy (not necessarily cheap) to get to with a factory bottomend. Select a knowledge LTx shop, of course you're going to cam it, port the heads, port match a MSD manifold to them, get a large and/or ported TB, go E85, some good longtubes, delete the cats, get a tune from the knowledge LTx shop, and you can be at 600+ WHP. While you're doing all that get rid of the POS AFM(DOD) lifters, and the VVT will likely get delete when you cam it. Two less things to have to worry about going wrong in the motor.
In stock form the LT1 is an extremely broad and linear motor to be N/A. Almost feels kind of like a positive displacement blower motor on low boost. At worst they make at least decent to good power everywhere in the motors RPM range and they're very responsive to throttle inputs. They're pretty strong everywhere, but start to fall off a little bit towards redline.
MY HEART IS HAPPY
Do you know if the 2019 Chevy Camaro SS1LE has a single or twin disk clutch OEM
Ive heard it has a Twin Disk Clutch
Twin disk clutch in the Camaro - better aftermarket options btw..
Great Engines, I wonder how I blew a Rod in the Lt1 though..
How many kms/miles did you have when you blew it up? Same thing happened to my buddy’s 2017 ss with only 40,000kms.
@@entrnl2156 I had 93k Miles, and it was my Lifters smh.. sucks
Is anyone out there mixing parts between LS & LT engines yet?
The head bolt pattern looks the same, the difference being the locating dowel locations.
Is it possible to use an LT bottom end with a LS top end?
I’m sure you found an answer by now, but in case you have not...
No, almost nothing swaps from an LS to a Gen V LT1. Valves are reversed, so no on the heads. Cam is different w fuel lobe for High Pressure Fuel Pump, etc, etc
SFI was NOT required directly, it was necessary to meet federal emissions requirements, it is an important distinction, just like catalytic converters are not required per se, but are needed to meet emissions levels
And SFI didn't become widely used across the automotive industry until the early to mid 2000's. Prior to that MFI was extremely common.
Great comparison. I still belive the LS2 was understated and should get more credit than it does.
LS2 was an odd ball. Only in the GTO and early C6 stingray/grand sport. Was it in anything else? LQ4 and LQ9 were both 6.0s but made for trucks.
@@houndsmaster34 I think the Pontiac G8 got it as well if I am not mistaken
@@LsGunZ06 G8 had L76 like the Ls2 with newer heads and DOD. LS2 also came in TBSS
Well it was the precursor to LS3 so I’d have to agree. My auntie told me a long time ago that Chevrolets were good cars and I’d have to agree. Although there are faster vehicles on the road, my Camaro is my very first Chevy and it has never, and I mean never, not ☝🏽 once disappointed me performance wise. Chevy engines are more reliable than all the foreign performance engines(BMW M, MB AMG, etc) in which they had better be considering they’re domestic vehicles.
My BMW was absolutely T-RASH. I live in Dallas and I kid you not I once drove 10 miles on the interstate and counted 6 BMW vehicles broken down on side the road. I owned a Charger R/T before the Maro and it wasn’t fast enough but it didn’t give me any problems. People overpay for foreign vehicles to break down and under perform
@@dougedoug2105 My girlfriend owns a 2020 BMW i440. My C6 corvette smokes her car and she gets Mad about it. lol
If you are building a super high horsepower engines with all that is available, then the LS is a better choice by far. There are some extremely impressive heads and blocks available for the LS, not so much the LT, at least not yet.. If you want a stroker motor bigger then 350 cubes the LS is also a better choice.
The 5.3 L is the most popular swap
I think just because it is sooo common, though.
Well yeah, they're iron blocks and in most cases, are running turbos... which is exactly what they're good for. Not to mention, there are 100523092349234923409234 of the blocks out there that are in junk yards
@@devilsreject5343 and 4.8s are even cheaper
500 vs 5-7k for ls3 that’s why
What about the LS3VR9 with inverted sequential defibrillators!? I swapped the QuadraMagna for a Scatback Valve Residual Displacement. I much rather prefer high altitude bottom-end torque right at the oil pan sump pump! Just my opinion tho.
odiggler you’re running inverted seq defibs, bold move that vr9 version should handle the dynamic swirl atmospheric induction vortex for sure. Be sure to install a positive vacuum magnetometer to monitor bore volume eccentricity.
For those of you too young to know the closing theme music its from the early 1960s Peter Gunn TV series.
So the new direct injection is better.... I get it... but my question is if I find a used 6.2 or any newer direct injection engine can I pull the LT head's and intake off and bolt my LS head's and intake on.... I don't have the newer intake so I'd rather just use what I have because it seems like it would be a nightmare to convert a LS over to a LT as far as the wiring and the computer.... I doubt my LS computer will work but if I'm wrong someone school me on this please
NO
Among other things, the intake and exhaust valves are reversed on the Gen V LT1
95% of LS parts are not direct swat with the new LT1/LT4. Your LS ECM is not designed to run direct injection.
LS7 vs LS9 please
azrul nizam yes
Jeep owners swapping 6L80s and LS motors in their jeeps. Is something wrong with hemi engines and chrysler transmissions?
I've read a lot about people complaining about them being heavier and anecdotally being less reliant, but I would love to find a video with this kind of depth covering the reason why, I'm looking to restromod an old dodge RC, and wanted to stick with chrysler, but LS and matching transmission (according to the internet) is a better choice for price, reliability, and durability, but again everything i find is mostly anecdotal, and I'd like to see some sort of stress tests or legit figures to back all of that up.
Well, Chrysler transmissions (prior to the Hellcats) are entirely known for self-destruction across all their models. Excluding that, you're talking about more power, more reliability, easier to repair, and most of all... you are getting something that can be worked on by almost anyone...
If you're looking to boost reliability and fuel economy (something Jeep owners want) an LS is your cheapest, fastest, and most reliable option you can get.
Hemi engines consume way more gas. Gm engine parts are cheaper.
alex369 very true
The original 1963 Chrysler Hemi puts everything they make to shame today everything Chrysler makes now requires a massive computer and completely unreliable think about it
Phew, all that in one breathe
Een mechico ve have LS Juan.
Y’all want a full on raw power engine go buy a LSX motor
F yeah or go get a surplus rocket
Just remember when your going to an LSX build route, besides the obvious Cast Iron Block, it will have a higher Deck Height as GM puts more up top as well as longer sleeves so you can build some nice Stroker motors. Now you'll have a lot of options with this block, but keep in mind that you have to factor in the increased deck height when buying headers and fitting under the hoods of some vehicles. Off the shelf headers probably won't fit with the increased deck height.
Never heard of an LT1 till now. ^_^
Good baseband track! I need sauce.
Love that Corvette power! 😁
I’m feeling good about owning an LT1
I would choose a LS 3 over an LT anyday.
@Sho Dog bunch of reasons... aftermarket support is going to be much more on the LS . Cost for any of the stuff on LT's going to be more. Also tunability going to be much cheaper on an LS platform especially because of the direct injection on the LT. that's going to be a big limiting factor the direct injection. Also anything you can do on an LT you can make an LS do. The only place that the LT might shine a little better...is in gas mileage and low-end torque. But the low end torque differences you probably wouldn't even notice.
If you slap some forced induction on the LT1, damn! My little v6 with 27 PSI slams me back in my seat in my Grand National. The Grand National engine block, 109, is a junk block. Crazy how some people got fooled into thinking the Grand National was some bad ass car, but the truth is the shit 109 block will split at around 725-750 crank horse power. Love to put a stock LT1 in my Grand National, run 8 or 9 psi of boost and it would be faster that the fastest stock block Grand National/T-Type and I wouldn't have to worry about $15k built POS 109 block breaking. Yes that's right, I spent $15k rebuilding a 109 block with forged internals and aluminum heads, only to find out that if I push it much pass 600 horse power the block will split in the lifter valley. Should bought an LM7 or an LT1 and paid the extra so I wouldn't have to worry about blowing up a $15k grenade.
Charles Lowe - if you “slap some forced induction on the LT1”, you’re basically just trying to build your own LT4, but without the internal engine upgrades that GM has done
How can you compare LS to an LT when your Dino test is a 2010 Camaro and a 2014 Corvette??
Because the LT1 came in the 2014 Corvette and the LS3/L99 were in the 2010 Camaros
@@devilsreject5343 you are correct but not giving the whole spectrum. The LS3 came in both the C6 vette (2008 and up) and the 5th gen camaro. They made the same power. The LT1 comes in the C7 vette and the 6th gen Camaro. The test doesn't matter that its a 2010 camaro or a 2014 vette, because regardless if its a C6 vs C7 vette or a 5th vs 6th gen camaro you will get the same numbers. The final drive ratio may have some effect but the point of the graph is to show the power and torque difference in curvature rather just pure numbers. Like he states, pay attention to the way it graphs, not just the numbers. Hell, even a Silverado could have been compared since they share the LS and LT platforms. Those are a whole different topic though.
Bottom line is you can't compare an LT and an LS in the same car without having an entire swap done to one of them. Its just pointless really. The vette and camaro are perfectly fine to compare since they share engines between the two models, and only really start to differ in the higher end models such as a C6 Z06 and a 5th gen ZL1. The Z06 has an LS7 (7.0L LS) and the ZL1 has an LSA (supercharged 6.2L LS, based on the LS3). Then at that point it would not be an accurate comparison.
@@houndsmaster34 I was merely informing him that those vehicles had the motors in question. You are correct the Corvette had it as well. However, comparing the trucks to the LT in the Vette/Camaro would be incorrect, as those are an iron block in the trucks, vs. the aluminum in the cars.
@@devilsreject5343 sorry I should gave clarified. I was referring to the Silverado LS and the Silverado LT engines. I know the LQ4 is a cast iron but I think the LQ9 is forged aluminum? I may be wrong. And I know you were answering the question but I just thought I'd add to it to show that it doesn't matter one is a camaro and one is a vette. Sorry if I made it seem I was doubting you! Lol
@@houndsmaster34 The LQ9 is cast iron as well... no worries! :D
Do you swap lt1 engines?....what would be the cost
A lot
Better to just buy a lt1 corvette
Ypu compared a 2014 vette to a 2010 camaro ss. To make it accurate you should have compared an lt1 ss and a ls3 ss..
@Nedd Flandersplease educate me. A c7 lt1 comes with some better internals and tuning from the factory than a 2014 camaro ss does correct? Thus the hp difference between the 2 models. Please give me more information than thinking i am wrong. I would like to learn. Thanks in advanced.
What holds boost better? LT OR LS?
Good question
I would guess LS because of its lower compression
WranglerJKLS, that's lb-ft of torque not ft-lbs.
The LT1 has higher compression due to the direct injection similar to diesel technology. Me personally, I'd rather have the LS3 for the fact you'll have less carbon build up. Not sure what GM has done to fix this, but I'd like to research it. When it comes down to it, if torque reigns supreme in a heavier vehicle, then a diesel would be the best yet...especially in a JKU or JLU.
They say carbon buildup typically happens at higher mileage and affects horsepower and performance. I bought my Camaro with 16k miles and I’m currently at 83k hoping to trade it in before Christmas, but performance isn’t lacking
Tru That , but diesel is history outside of industrial uses. Emissions insurmountable for personal vehicles. Most euro cites have banned their entry. No diesel cars have been sold in USA for yrs
@@peted5217 It's all a game to push electric vehicles. Diesels burn clean with modern emissions. Everything you see happening is all by design.
@@2015_Rubicnn Tru That. Push to electric is running into roadblocks. Commodities needed to mfg them have rapidly escalating costs(lithium up 1200% in 2 yrs for ex.) Diesel emissions got better w/15ppm sulfer limit & Add'l Urea Furnace to burn Exhaust , but hardly made it the emission Poster Child that SULEV's engines are today.
@@peted5217 Yeah, but I'll stick to my Duramax. 🇺🇸
There both Mercury marine motors
Manual transmission is the way to go manual transmission
Lt1 team American Racing Headers x pipe . Dsx E85 Flex Fuel Kit , rotoFab CAI , Motorad Thermostat, Callies Ultra Beam Rods and WiseCo Forged Pistons, CamMotionCam , Johnson Lifters , C5R Chain , VVT Lock Out , ARP Bolts and Studs , Brian Tooley Lifter Trays And Valve Train Components, Valves Springs, DOD Plugs, Head Gasket and Head Bolts
The direct injection is the major drawback in the LT1 GEN V, you have no cleaning of the intake valve...
Sea foam
That is why when I was looking for a newer vehicle I made sure it was not direct injection.
Anyone know the weight of the LT1 vs the LS3? No transmission, no exhaust. Any ideas?
From what I can read online the average guess is that the LT1 is about 50lbs heavier than the LS3
From what I gather:
LS3 = 418lbs
LT1 = 465lbs
Weights on engines are tough to nail down because they publish different weights at times. Sometimes it’s the dry weight, sometimes without accessories, sometimes without the flywheel/flex plate.
Not sure why the Gen 5 LT1 would actually weight 11% more than an LS3 in real life. Maybe it’s the increased gusseting around the cylinder liners?
@@kyleallen3857 thanks for the response. It’s definitely hard to nail down, and I know that everytime we search for info on that, it often feels like apples to oranges, unless you actually have the equipment and can select all accessories and put it on your own scale.
I think the biggest reason is probably the variable valve timing system. I’m not really sure what hardware that actually is, but I imagine it would weigh more than the LS’s simpler system. Maybe direct injection, so whatever extra fuel pump you need? Yeah, idk. Doesn’t really seem like that should all add up to 50bs, maybe 25, but not 50.
Who knows!
@@rabidlenny7221 It’s not the VVT. That’s maybe one pound. You will laugh when you see what it’s actually composed of.
www.superchevy.com/how-to/engines-drivetrain/1808-advantages-of-vvt-cam-in-gen-iv-v-engine/
The High Pressure Fuel Pump for the Direct Injection maybe weighs 1 1/2 lbs
@@kyleallen3857 so where do you think the additional 50 lbs is? That’s a lot of weight. Must be something substantive
If the only way they can run high compression is to dial back the valve timing doesnt this defy the point?
What drone was used to shoot this footage with?
I have an ls2, shit best thing ever. But the ls3 and lt1... shit bester thinger everer 😂
Dude get in a old big block car. You haven’t felt torque yet with these engines. My BUICK, 455. Has 520+ ft lb, starting down at 2800RPMs. And gets 22 MPG in a 4200lb car. The car is a 69 riviera. The engine is a 73 block and bored .03. Plenty of passing power, good highway cruiser. And if put a hitch on it. It would pull better then my 2004 Denali.
4l60s are made out of glass. Perfect if you want a transmission with nothing but neutrals. Go 4l80 or t56
Nate Martinez love the 4l80e
4l60 sun shell epic junk
So LT1 Vs Coyote 3rd gen - I notice the mustangs get higher gains when it comes to power add ons. Why is that? Like turbos or superchargers
Could be more research for the 5.0. Its all on how well they keep compression or do the job
that's probably the efficiency of DOHC with the vct..... usually you wanna coyote for boost and if you wanna stay NA go built LS3/LT1
All things equal LS beats it, LT will destroy it
The LS3 DOES NOT have VVT. Never did. The L99 has the VVT. Ask me how I know......
I was going to say the same.
JustAnother RegularGuy and the vvt is actually junk if you want more power
how you know?
LT1 compressions is 11.1 not 11.5
this is all dandy if you are oblivious to the problems that vvt and cvvt and dod have once they are worn. LM7 single turbo eats these and simpler
What problems happen when they r worn
DOD is the weak link on the LT1.
Richard Dobreny it’s the weak link on Any motor.
Mangobrain82 that’s true
nah
When i hear lt1 i only ever thought the old 5.7
These are very expensive
expeshialy
One is better and one is cheeper.
Ls1 diffenitly has more conversions than the ls3.
He was talking about the LT1 slick
I read that coronavirus. Fml
@@johnsonbobo2376 what are you even talking about?
@@UvidCo why would you bring up ls1 vs ls3 when the vid is about lt1 vs ls3. So what are you talking about?
@@johnsonbobo2376 did you not listen to the video? If you have then listen to it again. Listen to the first sentence he says. Go a head.
My LS6 puts out 461 hp
Just had 5.3 bored out to a standard ls1/ls6 bore forged internals and a giant single is going to be fun in a little s10
@@edwinalbino5633
In an s10.
Epic.
@@edwinalbino5633 basic or extended cab?
I’m confused, Jeep is made by Chrysler. So why are you talking about jeeps when referring to GM motors?
LS Swap
And, , , , , , , lt5, please, with a smaller pulley, , , again, please!?
just sayin