05-20-2015, 12:53 PM | #15 |
Drives: Dream Cars in my head Join Date: Apr 2008
Location: 808
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What I really like is that, there won't be a different engine for the the automatic SS, like they did the 5th gen SS. LT1 for auto and manual, same HP rating. That being said, I still want a manual.
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05-20-2015, 05:20 PM | #16 | |
Drives: 67 goat, 69 goat ram air III Join Date: Mar 2009
Location: South texas
Posts: 1,443
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The guys/gals running the new trucks with the DI 5.3 and 6.2 are throwing the catch cans on just as added measure. At 150-300 bucks not a bad mod and see what you catch. Edit: some on Vett sites are saying problems even with a catch can some not. GM maybe working on this but I will go into a DI with catch can. May have to use cleaning services in future. Last edited by Stex; 05-20-2015 at 05:47 PM. |
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05-20-2015, 05:41 PM | #17 |
Drives: 98 camaro turbo Join Date: Nov 2009
Location: miami
Posts: 293
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The difference between LT1 and the LS3 is drastic.
The two engines practically only share their displacement and perhaps the two bolts.
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05-20-2015, 05:45 PM | #18 | |
Drives: 2015 SS 1LE Red Hot, 1970 Chevelle Join Date: Apr 2012
Location: Chino, CA
Posts: 6,989
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I'm surprised OEMs don't put catch cans on their cars. If anything, they would help cut down on oil ingestion.
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05-20-2015, 06:30 PM | #19 | |
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Read that article for more details, but as an overview ... Whats different between the LS3 and the LT1 is everything except for whats shown here: If that article is too technical for you ... the LT1 is part of an all new generation of small block that shares only the basics with its predecessors like the LS3. The key differences between the LS3 and the LT1 are direct injection and variable valve timing (still waiting to see if it indeed the manual doesn't get AFM or if that was some mistake on Saturday). Direct injection allows for a higher compression ratio, which produces more power while consuming less fuel. Variable valve gives the engine a cam profile that doesn't need to make much of a compromise between low & high rpms. This means that it will have plenty of grunt down low without running out of steam up top. I'm sure there's a bunch of stuff about optimized air paths and improved cooling control and other such things, but those are the biggies.
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05-20-2015, 07:01 PM | #20 |
Drives: 98 camaro turbo Join Date: Nov 2009
Location: miami
Posts: 293
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The new cylinder head design and piston tops is enough to put the ls3 in the stone age.
Btw.. the lsx engines were/are very oil thirsty too. Anyone who says otherwise has bever owned one. Old ls1's used to suck down a quart of oil every oil change.
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05-20-2015, 07:26 PM | #21 |
Drives: Really Slow Join Date: Apr 2010
Location: PA
Posts: 56,959
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My question is, if the new Camaro has an oil separator already, where exactly is the oil going, and do we need to empty it, like an aftermarket catch can?
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05-20-2015, 07:40 PM | #22 | |
Drives: 14 Silverado LTZ Z71, 16 Camaro SS Join Date: Nov 2009
Location: Jackson, Michigan
Posts: 4,407
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I put a catch can on my 2010 and changed oil at 5k with synthetic. Never got more than about half a quart typically. It was improved over the ls1 for sure... In my experience. |
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05-20-2015, 09:32 PM | #23 |
Drives: 99z28 with bolt-ons and a mwc fab 9 Join Date: Jul 2012
Location: Florida
Posts: 1,277
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The real treat of the lt1 isn't just "peak" numbers but its awesome poweband. It'll pull from anywhere and keep pulling till redline. Way more low/mid range grunt then a ls3.
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05-20-2015, 10:27 PM | #24 | |
Drives: 98 camaro turbo Join Date: Nov 2009
Location: miami
Posts: 293
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05-20-2015, 10:28 PM | #25 | |
Drives: 98 camaro turbo Join Date: Nov 2009
Location: miami
Posts: 293
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That and the new top end of the LT1 was designed to be FI friendly.
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05-20-2015, 10:57 PM | #26 |
Drives: 2013 Triple Black ZL1 / 2006 TB SS Join Date: Feb 2011
Location: MN
Posts: 2,250
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There are countless articles highlighting the details on the Gen V LT1. Here is a GM engine dyno graph (in metric) comparing the two. I thought I read where the LT1 is heavier fully dressed with all of the accessories compared to the LS3, but I'm not sure.
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05-21-2015, 12:07 AM | #27 |
Drives: 14 Silverado LTZ Z71, 16 Camaro SS Join Date: Nov 2009
Location: Jackson, Michigan
Posts: 4,407
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It was a popular swap/ option at the time to solve oil consumption issues quickly, easily and cheaply with one major drawback. It's been a few years ( put it into a tree and totaled it in 06 being 21 and stupid) and I can't recall the company but the breather was designed not to make a mess. I noticed slightly more of a smell with the hood open at times (when hot especially) would be about it but don't recall the underside of the hood ever being overly dirty/oily .
I was mainly worried/ warned about the problem of accelerated oil contamination from open air to the crank case. As much as I drove it in the summer (a lot) I would just change it after about 2000 miles, which didn't take long and I used conventional. If ones driving habits didn't reflect those somewhat and the owner didn't change oil more frequently it could obviously pose the risk of increased engine wear. Their were some other band aid options that helped but never totally fixed the issue that could be done as well for those that didn't like the breather idea. Hate to say it but the pcv design in the ls1 was poorly engineered in a lot of ways and resulted in oil consumption. Don't know how many intake manifolds filled with oil pics I seen on ls1tech lol. *Just noticed you have a 98 camaro turbo... Guessing I wasted my time typing that up for you. Probably already knew most of that I'm sure. It's getting late... How fast is it lol ? Last edited by ULTRAZLS1; 05-21-2015 at 12:21 AM. |
05-21-2015, 12:43 AM | #28 | |
Drives: 14 Silverado LTZ Z71, 16 Camaro SS Join Date: Nov 2009
Location: Jackson, Michigan
Posts: 4,407
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Quote:
I've heard some people talking it feels flat up top but the graphs would seem to disagree. What's your take on top end pull between ls3 and lt1? |
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