[Butler7508]

I am looking for some input in regards to max power for a NA built motor. I have had a couple of z/28's and the last one was fully built by 21st Century Muscle Cars here in Dallas and it was a monster, but that was an LS7 motor. I am trying to decide between a 1SS 1LE or the ZL1 1LE for my next car. I wont daily drive it but it wont just be a track car, so like many guys, I am trying to determine if I can live with the very track focused suspension on the ZLE. With that in mind, I am wondering if I can juice up the LT1 enough to make a 1SS 1LE work for me.
FYI- I had a 2016 1LE and also had a 2017 ZL1 but it had the auto. The 1LE was a fun car but I felt it needed more power. The ZL1 was strong but not as engaging- it was easy to go fast but it didn't FEEL fast (probably because of the auto)...should have gotten a manual
Looking for feedback from guys that have built their LT1 motors, how much HP and torque they are producing and if they are happy with the results.

Thanks in advance and sorry for the long post!

[JonD]

Local guy with H/C/I put down 555whp on his 18’ 1LE & Cordes Performance

[Puddin]

I'm having a full NA build being done right now at HHP. I should be at 560 through an auto when its said and done.

[oldman]

Max what street or race? A stage 3 street build with aftermarket heads ported, 420 plus CID, e85 or even better wot meth injected (dual inject) sleeved block, custom 2" headers, sheet metal intake, over 600 WHP, maybe way over. There are less crazy builds at over 700 engine HP already.

[Butler7508]

Originally Posted by oldman

Max what street or race? A stage 3 street build with aftermarket heads ported, 420 plus CID, e85 or even better wot meth injected (dual inject) sleeved block, custom 2" headers, sheet metal intake, over 600 WHP, maybe way over. There are less crazy builds at over 700 engine HP already.

thanks for the info- what kind of money would a build like that cost?
I am looking to track it occasionally on road courses, it wont be doing any drag racing.

[Butler7508]

Originally Posted by Puddin

I'm having a full NA build being done right now at HHP. I should be at 560 through an auto when its said and done.

can you tell me what your build consists of?
price?

[oldman]

Originally Posted by Butler7508

thanks for the info- what kind of money would a build like that cost?
I am looking to track it occasionally on road courses, it wont be doing any drag racing.

dunno say $20K, you did say max. There are the headers for the Jr heads:

https://www.lmperformance.com/104190...der-heads.html

Here is a close to max build (minus the Jr heads and a MSD instead of a sheetmetal, no E85)
http://www.superchevy.com/how-to/eng...d-performance/

sumting like 22K for that engine.

Road course, you are going to need cooling and a whole lot of midrange I'd do:
Pray ported heads,
Pray ported intake with ported 95mm TB
drop in forged piston and rods stock weight
2" headers off road pipe
Rotor Fab
Stg II cam with bigger fuel lobe, 112 LSA 23x by 24x
Mishimoto cooling on everything
E85
good tuner
DSSV shocks... ummm

$12k

no labor estimate on either price

[Puddin]

My build has the following Butler
1.Pray ported MSD manifold
2.Pray ported 95mm throttle body
3.TSP ported heads
4.TSP VVT-2 cam
5.E85
6.Rotofab CAI
7.GPI drop in rods and pistons
8.TSP 2in headers
Total price your looking around 12k to 14k depending on how much labor cost is at whatever shop you choose.

[Butler7508]

Originally Posted by Puddin

My build has the following Butler
1.Pray ported MSD manifold
2.Pray ported 95mm throttle body
3.TSP ported heads
4.TSP VVT-2 cam
5.E85
6.Rotofab CAI
7.GPI drop in rods and pistons
8.TSP 2in headers
Total price your looking around 12k to 14k depending on how much labor cost is at whatever shop you choose.

sounds pretty strong- when do you get the car back?

[Butler7508]

Originally Posted by oldman

dunno say $20K, you did say max. There are the headers for the Jr heads:

https://www.lmperformance.com/104190...der-heads.html

Here is a close to max build (minus the Jr heads and a MSD instead of a sheetmetal, no E85)
http://www.superchevy.com/how-to/eng...d-performance/

sumting like 22K for that engine.

Road course, you are going to need cooling and a whole lot of midrange I'd do:
Pray ported heads,
Pray ported intake with ported 95mm TB
drop in forged piston and rods stock weight
2" headers off road pipe
Rotor Fab
Stg II cam with bigger fuel lobe, 112 LSA 23x by 24x
Mishimoto cooling on everything
E85
good tuner
DSSV shocks... ummm

$12k

no labor estimate on either price

great info- thanks!

[Puddin]

I'm hoping sometime next week they sent the motor to LME to do all the cleanup and machining so pretty much LME is doing the whole motor build instead of HHP.

[oldman]

TxSpeed uses the VVT with a 20 degree restrictor, so I can see their cam building a little more midrange, for locked cams, a 114 or 112 LSA will build a lot more torque in the mid-range.

[Puddin]

They actually recommend the 0 degree lockout now for their Lt1 cams and the 4 degree for the Lt4

[oldman]

Interesting because their "thing" was keeping the VVT "The gen 5 LT1 engine utilizes Variable Valve Timing (VVT) controlled via a cam phaser. A cam phaser is a computer-controlled cam gear that automatically optimizes camshaft timing based on the current engine RPM. While this technology provides tremendous efficiency benefits, it presents a challenge when designing performance cams due to the wide range of valve timing movement and constantly changing piston-to-valve clearance. With the help of Texas Speed's Superflow 902 engine dyno, we are able to custom-design camshafts and phaser tuning tables to allow our gen 5 LT1 customers the ability to purchase the ultimate in LT1 performance camshafts! Thanks to the Superflow 902 dyno, Texas Speed is the only company that currently offers a VVT camshaft with a phaser table included to properly tune the camshaft phaser once it's installed in your 2014+ Corvette!

The Texas Speed & Performance LT1 VVT-2 camshaft is a great choice for the enthusiast looking for an additional jump in horsepower.y. It will have a nice lope at idle and will require a higher stall speed torque converter for automatics. It does remove the factory AFM/DOD system that deactivates cylinders, but it retains the variable valve timing (VVT) system that allows the engine to advance and retard the cam while the engine is running. This provides a much better power curve since the engine can advance the cam in the lower RPM's for better torque and retard the cam in the upper RPM's for better horsepower. We do recommend using our TSP .660" dual spring kit with PAC springs & titanium retainers and TSP hardened chromoly pushrods with this camshaft.

Each gen 5 LT1 camshaft Texas Speed offers will require the use of a Comp Cams Phaser limiter kit. The phaser limiter restricts the range of cam timing movement to 20°. This modification provides the necessary valve clearance for serious performance camshafts with tighter lobe separations while still utilizing the benefits of the VVT technology."