[asthmamax11]

Originally Posted by 1LEornothing

If you can deal with some of the issues like low speed drivability, a high stall converter if you are automatic, and more frequent valvetrain adjustments, then yeah, gen v motors do great naturally aspirated.

The other option is to bolt on a blower, free up the exhaust, and upgrade the entire fuel system. Keep the boost low and it should last a good long time as King and several other members have done successfully.

I'm doing the blower and fuel system upgrade as I can do all the labor myself. Heads and cam on the other hand, I would have to have a shop do the build and that is a whole lot of labor I am not willing to pay for, not to mention the waiting times these days to schedule an appointment.

Appreciate that

I had a H/C F body 6 speed for 9 years. Cam was rowdy and takes a precise left foot to drive smoothly

I kinda miss that lol
Gas smell and everything

[LT1ornothing]

Originally Posted by asthmamax11

Appreciate that

I had a H/C F body 6 speed for 9 years. Cam was rowdy and takes a precise left foot to drive smoothly

I kinda miss that lol
Gas smell and everything

Wait till you try again on e85, smells like you got a cotton candy/caramel popcorn carnival vendor on each tailpipe.

[s346k]

Originally Posted by 1LEornothing

If you can deal with some of the issues like low speed drivability, a high stall converter if you are automatic, and more frequent valvetrain adjustments, then yeah, gen v motors do great naturally aspirated.

what frequent valve train adjustments do these hydraulic systems require? also, much of what you mentioned is in the cam selection and tune.

i think the LT1 is most impressive na. i've seen a few mildly boosted cars in person and i wasn't impressed. it takes a lot of knowledge and attention to detail to keep one alive. a sbe na car trapping 130+ is impressive. a boosted car trapping 130... well, is just another one.

[asthmamax11]

Originally Posted by 1LEornothing

Wait till you try again on e85, smells like you got a cotton candy/caramel popcorn carnival vendor on each tailpipe.

Haha
Yeah man I'm about to move to an area where there's E85 galore
I think I'm gonna commit to the LT4 fuel system soon so I can at least run a blend

[LT1ornothing]

Originally Posted by s346k

what frequent valve train adjustments do these hydraulic systems require? also, much of what you mentioned is in the cam selection and tune.

i think the LT1 is most impressive na. i've seen a few mildly boosted cars in person and i wasn't impressed. it takes a lot of knowledge and attention to detail to keep one alive. a sbe na car trapping 130+ is impressive. a boosted car trapping 130... well, is just another one.

I don't know of many people who go tens of thousands of miles on their ragged edge NA LT1 set ups setting and forgetting the valvetrain. There is certainly an increase in wear and longevity when these valvetrains see extended periods with the very high lift required on the camshaft specifications necessary to put down those NA 130+ traps, and yes they are impressive. I'm sure a max effort NA sbe LT1 will last forever just going to and from cars & coffee without ever having to take off the valve covers.

As dull as a 130+ blower LT1 set up may appear to you, it has stock manners in daily driving and can be set up to blend in like a plain Jane regular old LT1, till you hit the throttle. Some people value that stealth and streetability that the blower set ups don't have to compromise on as the hard-core NA set ups require. Lastly, let's not forget the power ceiling advantages of the blower set up once fueling and pistons/rods are addressed.

[s346k]

Originally Posted by 1LEornothing

I don't know of many people who go tens of thousands of miles on their ragged edge NA LT1 set ups setting and forgetting the valvetrain. There is certainly an increase in wear and longevity when these valvetrains see extended periods with the very high lift required on the camshaft specifications necessary to put down those NA 130+ traps, and yes they are impressive. I'm sure a max effort NA sbe LT1 will last forever just going to and from cars & coffee.

As dull as a 130+ blower LT1 set up may appear to you, it has stock manners in daily driving and can be set up to blend in like a plain Jane regular old LT1, till you hit the throttle. Some people value that stealth and streetability that the blower set ups don't have to compromise on as the hard-core NA set ups require. Lastly, let's not forget the power ceiling advantages of the blower set up once fueling and pistons/rods are addressed.

ragged edge? simple bolt on cars are going 125+. a good set of heads and mild cam will easily go 130.

the "ragged edge" cars are going 140+ and are not what id call street cars or simple setups.

[LT1ornothing]

Originally Posted by s346k

ragged edge? simple bolt on cars are going 125+. a good set of heads and mild cam will easily go 130.

the "ragged edge" cars are going 140+ and are not what id call street cars or simple setups.

The 130+ and 140+ na sbe lt1 set ups typically have valvetrains that compromise longevity when extendedly used in race applications. They are not going to last tens of thousands of miles unless you are just casually cruising. There is more than one way to skin a cat, NA high traps and ETs are very impressive, no argument. But mild boost done right is just as fun, and more livable during normal driving in my opinion.

[1oklahoma]

I have noted multiple comments about torque management limiting actual throttle opening. I have logged multiple 1/4 mile runs on my 2021 FBO A 10 and I don't see much of a delta. I do see ignition retard. So on the NA cars how much of a benefit has been achieved with a "trans tune" using a retro fitted TCM?

[cjperformance]

If you want to argue about something argue about built vs bought.

[6spdhyperblue]

I gotta say I didn’t see much either. I tried it this past Wednesday in the a10
It spun but less than i thought maybe due to the heat but the throttle seemed to have opened for me pretty decent in 1st gear 20mph roll. It short shifted due to the spin
but man the trans fires the shifts off like crazy, the tr6060 is a excellent m6, but this a10 is excellent as well

[KingLT1]

Originally Posted by 1LEornothing

The 130+ and 140+ na sbe lt1 set ups typically have valvetrains that compromise longevity when extendedly used in race applications. They are not going to last tens of thousands of miles unless you are just casually cruising. There is more than one way to skin a cat, NA high traps and ETs are very impressive, no argument. But mild boost done right is just as fun, and more livable during normal driving in my opinion.

Also note most of those NA cars have weight reduction and full drag packs posting times from the fastest tracks in the country. How many full weight stock 20" wheel NA cars do you see going 130+ in average air? I seen GPI test there SS3 H/C converter package on a full weight SS car with 20" wheels and it went 10.6 @ 127. So as you can see the weight reduction mods and drag pack make up the difference of a semi aggressive heads/cam setup. Then if you tin can the car and cut holes in the hood you can go low 130's with bolt-ons. That's ok I would still rather go 136 full weight on 20's and have all my car in tact as it came from the factory. Not knocking any setup...I respect it all. But I don't think NA is anymore impressive then FI. They both have pros and cons.

[laynlo15]

I'd do a 2650 Maggie again before doing heads, cam, etc, with labor you can spend as much a blower car and have less reliability. You don't have to tear the motor down, 8 to 10 hours with regular hand tools and you can make easy 550 to 600 rwhp and go mid 10s on at full weight at mid 130 with stock exhaust. You can spend extra if you choose and add some additional fueling, but if not a good tune and drag pack will make you smile every time you make a pass down the track. I had big bore pump and injectors on my stock Lt1 and went 10.00@139 on race fuel with a little meth/water. Stock converter and A8 that was never tuned except for shift pressure change.