I have been searching around for the difference between these motors. I have found facts but I would like to know what is a better swap? I know that LT1 motors can be had for mad cheaper than ls1's but LS1's are superior in terms of technology and airflow. But does that really make up the difference? What about cost of converting to them. Is the LT1 hard and more expensive to fit itself and make itself run in an FC than the LS1, or vice versa?

Thanks for any information that you can provide to me

Ryan

 

LS1 is all aluminum, 100% new small block v-8 design.

LT1 is iron block and the last iteration of the traditional small block.

LS1 is about 100lbs lighter and really pretty superiour to the LT1 in most respects. LS1 is the better powerplant for an RX-7 swap. IMHO.

 

The main advantage of the ls1 is the light weight, the only other v8 that light is a ford 302, and the ls1 makes alot more power (stock vs. stock).
The drawback to the ls1 is the price, not only the initial cost of the motor ($4000-$5000) but the parts can be up to twice as much($400 for a cam, $2500 for heads ect.).
For the price of a 400-450hp ls1 you can build a fairly radical lt1.
it all depends on what kind of budget you have and what kind of car you want to build, if you want a well mannered cruiser with stock(or better) handling and you're happy with 320-350hp then go ls1. If you want to save a little cash but STILL humiliate that yuppie in the Z06 then go with the lt1

 

Before you make your decision, I would go and drive both... go find 2 used (1 of each) Z28s. If I were you, I would drive the LS1 first though, to see what you would be missing with an LT.

I also prefer the LS1, which is what I am swapping in... but turbo LT's are quite mean.

 

From what I have seen the LS1 is the superior engine in every category up to moderate levels (550-600hp). At that point, you really want to upgrade to an iron block anyway so for the money the LT1 becomes the better candidate. I'd love to have 950hp myself, but in reality if I can get 500 consistent hp out of an LS1 (not hard to do) that's my choice. The weight difference is just too much to pass up. Having a standard iron block/heads 350 in my FC, I know all too well how nice it would be to take 100 lbs off the front tires.

 

Sweet, thanks guys. I think I will just save up for the LS1/T56

Thanks again

Ryan

 

A stock aluminum LS1 block with forged internals, twin turbos, in a 3400lb+ Camaro just went mid 8's@157mph..... I'd say they can handle some power.... Not the norm.... but just an example of what they can do. Most do either iron block or C5-R race aluminum block ($$$$).

LT1 has 5 head bolts per cylinder and LS1 is only 4 meaning less clamping pressure. Unless you are running insane boost this really doesn't matter.

The LS1 has killer individual coil packs per cylinder, good stock flowing heads, and the big weight advantage. 99+ or '00+ LS1 blocks can be overbored/honed .005" over and reused for another buildup. '97-98 blocks require a resleeving ($$$$).

'01+ LS1's have LS6 intake on them worth 20-30hp and '00+ have better flowing stock exhaust manifolds. '01+ is the preferred year to get.

Stock '01+ LS1 with upgraded cam, LT headers, PCM reprogramming, ported TB and other small mods will make 400rwhp. Add ported heads and 440-450rwhp is possible. Bolt up $2100 AFR cnc ported heads to the big cam and some are seeing 480rwhp N/A!

A mildly breathed on LS1 in an FC will haul *****. 350rwhp will run some high 11's/low 12's depending upon 60' and driver skills. It will also handle well with upgraded suspension/wheel/tire mods as the weight increase isn't all that much over stock.

-Mark

 

talk to ray over at torquecentral.com . he has an fc with 98 ls1/t56, getting a ride in his car convinced me to convert mine. he has run 12.teens @ 115 on a stock engine w/ cold air intake, not too shabby.

 

I had chance to play with LS1 stuff last week.

Let's just say that the LS1 is to the LT1 internally, what a high intensity discharge headlight is to a kerosene lamp!

 

On the other hand... the LS1's head bolts extend deep into the block, whereas the LT1 doesn't. Thus the distance between the bolt head and the threads is longer, so the tension on the bolt doesn't change as drastically under loading, so you're less likely to stretch a bolt and lose clamping pressure. Additionally, since they thread deep in the block instead of up at the deck, the bolts don't distort the cylinder bores anywhere near as much. (Which is why Chevy made the change)

Interesting that some super high power inline guys also use super long head bolts, in this case extending all the way down into the mains girdle. Can't do that on a V engine but still...

 

that's a good point.
here's some more food for thought, I've seen 25+psi ford small blocks and they use 4 bolts per cyl. an ls1 should (in theory) take more then that

 

Something to consider is that a Vortech supercharged/intercooled LT1 would fit just fine under the hood of an RX7 whereas an SC LS1 would not.

 

Just save your self all the trouble and get yourself an LS6

The reality of it, is the LT1 and LS1 are both great engines. It simple depends on what you are looking for.

 

Why not? There is already a supercharged LS1 FD.

 

lol.. an LS6 will cost more than what you couple build a heads/cam LS1 for.

 

The LS1 head deck thickness seems to be the limiting factor. AFR's are now available and have a 3/4 deck. Hopefully someone will try a set on a boosted car soon.

 

GM changed from five to four bolts to make room for new new port design of the LSX heads.

 

This urban legend is being put to rest. There are many high hp stock cube/ stock block LS1's starting to appear.

I plan on making more that 550-600hp at the tires with a stock block. And see no problem with doing it.

 

I completely agree.

IMO, the LS1 is superior in most respects. (Especially for a swap)
There is still a lot to learn about LS1. New setups are being tried all the time. If you read LS1tech, it's amazing the amount of progress that has been made in even that past year.

LT1's are cheaper to build but heavier. They can use old school sbc rotating assemblies. Basically, the parts are cheaper, the stock block is stronger, and there's more support available because people have been trying different setups since the begining of time.

 

You mean like me? They're on back order still. Limited availability.

I'm Planning on going this route. Seems like the best solution to the deck problem.

 

There are people easily making 800rwhp without AFR's.