Tpi Or Lt1

i am considering buying a 1993 lti or an 1991z28 tpi. Which would be the better bang for the buck and i do not intend on drag racing but would like to have enough power to take the imports out with just maybe a flowmaster and k&n. Also i would appreciate anyone who has the performance figures for a 1990 iroc or 1991 z28 tpi.

a 91 z28 is rated at 245hp(if it has the 350) and the 93 would be running 275hp with the lt1. I would go with the lt1 if i were you due to it being reliable, very strong, and easily modable.

Yr Modl Tran. Engine CR Disp. HP Torque In- Manual Auto
90 IROC M5,A4 LB9 V8 9.3:1 5.0 (305) 210@4400 285@3200 TPI 3.08--- 2.73 ----
90 IROC M5 LB9 V8 9.3:1 5.0 (305) 230@4400 300@3200 TPI ---- 3.42 ---- ----
90 IROC A4 L98 V8 9.3:1 5.7 (350) 245@4400 345@3200 TPI ---- ---- ---- 3.23

91 Z28 M5,A4 LB9 V8 9.3:1 5.0 (305) 205@4200 285@3200 TPI 3.08 ---- 2.73 ----
91 Z28 M5 LB9 V8 9.3:1 5.0 (305) 230@4200 300@3200 TPI ---- 3.42 ---- ----
91 Z28 A4 L98 V8 9.3:1 5.7 (350) 245@4400 345@3200 TPI ---- ---- ---- 3.23

I would go for the LT1, hands down!!

the lt1 has more stock power and is stronger but the tpi is cheaper to upgrade i belive as far as the engine mods go...but if u got the money get the lt1 and go w/ the lt4 upgrade...i have no clue but is the lt1 the one w/ the computer controled trans

if you are just doing stoplight runs from a dig, id go TPI, but then i also hate the LT1 engines, just a personal preference deal. but if you are gonna do standing start, short distance races, the TPI has more low end grunt, and will accelerate faster but will sputter out and slow down after about 4000rpms.

IF i hadnt known better, id think you were comparing a Tuned Port Injection system to a
5.7L LT1. in wich case i would go with the LT1, becuase it takes more then a fuel system to move a car.

Seriously though, the Lt1 will probabley do you better.

Go TPI, Third Gens look better. Performance wise, the LT1 is superior to the L98. It has a much better top end, while still having enough low end grunt. You can't go wrong with either car.

if you are just doing stoplight runs from a dig, id go TPI, but then i also hate the LT1 engines, just a personal preference deal. but if you are gonna do standing start, short distance races, the TPI has more low end grunt, and will accelerate faster but will sputter out and slow down after about 4000rpms.
Oh 89, my LT1 said it don't think much of you either and it also said I was way sexier than you too but I still like you and happy new year.

the lt1 has more stock power and is stronger but the tpi is cheaper to upgrade i belive as far as the engine mods go...but if u got the money get the lt1 and go w/ the lt4 upgrade...i have no clue but is the lt1 the one w/ the computer controled trans
93 F-body LT1 had no Computer controlled tranny but in 94 and up. They all came with the 4L60-E PCM controlled Tranny.

watch which engine you call superior, the TPI is limited by its heads, the LT1 has much better ports. Bolt on a set of vortec heads onto a TPI setup (Vortec heads use LT1 ports) and the TPI 350 will make 340-350hp. which trumps the LT1.

oh and formula, your LT1 should know why i dont like it, it never called me back after that night at the junkyard. oh and happy new year :)

oh and with superiority, i also preferr the TPI over the LT1 due to the reliability of the TPI system over the LT1 system. the LT1 has leaky water pumps, and very fragile optispark ignition systems. The TPI uses tried and true technology in the form of a HEI distributor and old style waterpump. this appeals to me.

The TPI while a solid block and torque animal is nowhere as effiecient as the LT1 block and your right if you change to Vortec ("LT1 Style" heads) and change the intake manifold/shorten the runner's with a "LT1 style" short type and change the cam to the more aggressive "LT1 stlye" specs. You will have a very dependable block with "LT1 style" power but then again you could just buy the LT1 and save some money. Also your right the water pump placement was not the brightest idea GM ever had but since its cam driven they were pretty limited were they could put it but I disagree with the opti spark comment. The only downfall with the opti is that its located under the waterpump and if the water pump or one of the hoses leaks or a waterpump bearing seal come undone it will cause a problem but if you have a healthy water pump and well sealled fastener's the opti is a very good design and provides very accurate timing that never has to be checked and will never go out of specs. As well as a much more efficient cooling design to run more boost or higher compression ratio than your standard smallblock this is why so many 3rd Gens are running LT1's but when was the last time you saw a hot rodder at the track in a 4th Gen running a smallblock Gen 1

Also my LT1 said she didn't call you back cause your crank didn't spin her flywheel. Her words not mine.

Also my LT1 said she didn't call you back cause your crank didn't spin her flywheel. Her words not mine.

LMAO!!!!!!!

But i do have to call out a few points, as far as the efficiency of the block design, the gen I and gen II blocks are nearly identical, the only difference is the reverse flow cooling of the LT1.

Optispark, i totally agree, it is one of the greatest concepts in design, foiled by real world situations. the fact is that while it is an awesome device, it is extreamly fragile, and when it fails it really fails. thats why i dont like it.

in regard to changing the TPI to "LT1" specs, all i was talking about were the heads. leave the TPI cam, the long TPI runners, and it will make the 340hp, which is not LT1 style power, its 65hp more.

oh and do you reallllllllly want me to waist all the bandwidth and time listing all the fourth gens with Gen I engines???/?? when was the last time you saw a LT1 in a professional race car? i GUARENTE there are no where near as many LT1's as Gen I blocks.

You see the LT1 in the third gens, because its cool. not unlike putting an LT4 or even an LT5 or LS1/LS6 in a third gen.

OK well do a mild port Job on LT1 heads and you will be right there and do a LT4 Cam install and stage 3 Port and polish job and you will be in the 500 Horse neighborhood. Also there are tons more people that have taken out a small block from a 3rd Gen to install a LT1 than have taken out a LT1 or LS1 to install a Gen 1 and as for how many race cars have installed a first Gen and how many have installed a LT1 lets look at the number of decades the first gen has been in production Vs. the 5 year run the LT1 had and your talking about reverse cooling like they relocated the oil filter. The reverse cooling was a major design improvement one that will allow you to runs compressions unheard of with a first Gen and will provide many more options for the true gear head. Although the Gen 1 Small block was the whole basis for the LT1.

Stock for stock I would take the LT1. They come with 6 speeds, have better + aluminum heads, much better looking (in my opinion), and (not really not that big of a deal) there is the reverse flow cooling.
IROC is correct in all of his statements when it comes to the TPI motors. Again, both are too much of what they are. The TPI's runners are too long killing upper RPM power and the LT1's extremely short runners kill lower RPM power. Both are great platforms for power. When it comes to modding engines the Gen one motor will be the cheaper engine of the two. One can cheaply install vortec heads, as IROC stated, or even go beyond that with some AFR, World, Dart, Trick Flow, etc and still be street legal. Your choices are more expensive and few on the LT1 motor. The advantage with the LT1 is that is comes stock with pretty good heads. These are pretty good right out of the box and you dont have to hassle with ripping off older heads. The LT1 to LT4 conversion is extremely expensive with little gains in comparison to the modding of a Gen I engine where one could purchase the Holley systemax kit for only 1400 dollars and get the same power numbers as the LT4 conversion with 1100 dollars to spare. Just a matter of prefferance. If you are willing to wrench on the car a lot then the older Gen I is the cheaper platform to mod. If one just want it to be done and wants to go fast get the LT1. Hell now there is the STS turbo out there. The LT1 is the perfect platfor for it too.

I'm sorry but the only thing you said that is true is that the runner hurt power up top on TPI's, Besides that nothing else is true. You can buy a LT1 off ebay or from www.car-parts.com (http://www.car-parts.com) for like $550.00(I know this is true cause thats how I bought my second motor and I had like 3 to choose from) and when you look at the cost of Vortec heads. When compared to LT1 it isn't cheap. no good heads are cheap and LT1's have a huge aftermarket, Heads, cams and everything else you have so many choices I don't even know half of them and had too many choice. Also you can buy a LT4 hotcam Cam ground to specs and port the stock heads to create a much better flow than the LT4 ones. the cam would cost about 130-140 on ebay and the STS Turbo is not worth the money compared to the number you can get out of just a cam/head port job with some PCM tuning. Also you can put a 6 speed on a TPI as well so that is no bonus to anyone they have the same bolt pattern. Also when you look at the cost of changing the intake system and heads to provide the same width powerband a LT1 has stock you will see its just cheaper to buy a LT1. Also the LT1 does not lose a damn thing down low. it has damn near dead on torque numbers down low with a 350 TPI maybe 5-10 Pounds nothing major although I have to admit it does feel like alot more than that but dyno's don't lie.

Well when it comes to the LT1 I wasn't lying about its short runners. The TPI engine is a shitty engine, stock, to compare the LT1s power to. 330lb-ft? Any crappy V8 can pull those numbers. TPIs only pulled 15 seconds flat stock not much to brag about or to compare to.
The reference I used was straight from lingenfelter's book. I do agree with you that the LT1 is a great engine to start with and can be made into a bad ass engine. The aftermarket I was reffering to was the LT1 to LT4 conversion that costs what like $2500 for only 420hp? Trick Flow offers a 420hp kit for only $1500 for the Gen one and that includes everything you need for the conversion. And by the way just cause you can get the engine for cheap doesnt mean the add ons are going to be too. I once bought a 402BBC for only 100 dollars. The thing had rods, pistons, crank, heads, manifold, carb, everything. Just needed to go to the machinist and it was ready to go. But as we all know BBC parts are expensive as hell.
When I spoke of the six speed being in a 4th gen I meant stock. Of course a six speed will go into a 3rd gen. Hell if I really wanted to I could put a jet engine into my Camaro, or why buy a vette when I could turn my 73s suspension into a vette's? I was reffering to stock.

TPI are great IMO but there only downfall is the long runner's which are great for low end torque and look really cool also again just my opinion but the LT1 doesn't have short runner. It has a direct one piece intake manifold that is a very effiecient design because it provides the intake ports imediate access to that air. Also if you owned a LT1 which I take it you don't. you would know right away that while the LT4 package provides impressive numbers and is a manufactor offered package which is always a bonus is not the best way to go because of the parts necessary to change to use this kit on early LT1's as well as the cost of changing to the LT4 intake manifold and the need to change the heads to use this package to the LT4 heads. you would be much better off by buying a custom ground LT4 hotcam specs and then just porting your heads and intake manifold to match (which when ported provides alot better flow than a unported LT4 intake manifold). the cost of doing this while providing more power is only around $500. if you know how to port yourself. and this includes the new pushrod and roller rockers and valves. I have done this and the power is super impressive and when PCM is programmed to match and you install a set of gears to go with your new power set up. there are very very few cars for 10 times that invested that can keep up let alone beat you.

P.S. - Good luck getting a Jet Engine to bolt up but the 6 speed will.

Hey man I agree that it is a good engine to have, the LT1, and I too believe one should just work with the LT1 heads. Just change the springs and put in a nice custom ground cam and you are set. Whenever you can do machine work yourself you can't include that in your price cause not everyone has that ability. When it comes to the LT1s short runners Lingenfelter stated that in his opinion they were too short and he made his own manifold for the LT1 which he felt gave it best low end and top end compromise.

Well it wasn't really a area that needed improvement but you also have to look at who's stating this and that they are trying to sell you something or tell you why there product is better. 99% of discussions relating to the intake manifold used on LT1's is related to what a improvement it was over the TPI system used although I must admit my TPI Vette's sure felt like they had alot more down low

Hey so do you know if there is a way to convert an LT1 to a carb setup?

I have never seen one but I think I have heard or read something real quick one time about someone doing it but I don't see the point and as you know anything is possible but whats the reason in alot of it.

Oh the Lingenfelter book is nothing about buying anyones products it is about modifying small block chevys even LT1s!

well say someone like me wanted an LT1 but not all the funky fuel injuection. I've seen the LS1 conversion and I was curious if an LT1 conversion was out there.

Never looked into switching to a carb so couldn't tell ya but tell me again how lingenfelter isn't selling anything http://www.lingenfelter.com/lingenfelter/product.asp?dept%5Fid=16&pf%5Fid=41 . If he didn't state there was room for improvement why would he be able to later say there was a need to change it, I'm not saying this is his only reason for adding this but I bet it had something to do with it because almost every other auto experts praises the Manifold

In the book he said both the TPI and LT1 were too much of what they were. Lingenfelter really liked the L98 Corvette heads though that is about all he talks about in his chapter on cylinder heads. He stated with some porting of the intake port from 163cc to 180cc you could up the .500" lift CFM to 250!

the TPI is limited by its heads, the LT1 has much better ports. Bolt on a set of vortec heads onto a TPI setup (Vortec heads use LT1 ports) and the TPI 350 will make 340-350hp. which trumps the LT1.

The LT1 is limited by its heads as well. Bolt on a set of LT4 heads with matching intake and you've got a 350hp engine.


I like to take the same approach when comparing the LT1 to the LS1. Even the heads up, then swap in a multiple coil (opti delete) ignition system, and watch what the Gen II engine does to the Gen III. Why not even things up further - give the olde Gen II roller rockers, 26lb injectors, aluminum driveshaft, etc... the newer design isn't all that! lol

But ya, heads make all the difference in the world.

The LT1 is limited by its heads as well. Bolt on a set of LT4 heads with matching intake and you've got a 350hp engine.


I like to take the same approach when comparing the LT1 to the LS1. Even the heads up, then swap in a multiple coil (opti delete) ignition system, and watch what the Gen II engine does to the Gen III. Why not even things up further - give the olde Gen II roller rockers, 26lb injectors, aluminum driveshaft, etc... the newer design isn't all that! lol

But ya, heads make all the difference in the world.All good points Randy but I think that a simple port job and the LT1 heads would make all the difference in the world but I have been thinking about that coil pack they use to replace the opti distributor and even though its a very efficient design wouldn't it leave the major drawback to the opti anyway which is the optical sensor which it still needs to use to know when to fire the coil to that relating piston and since the optical sensor would still be located directly under the water pump what would be the advantage of switching after all its not the electrical charge that sets the code or messes up the timing , its the optical sensor. I think a electrical radiator mounted motor/pump would improve the problem and provide less water access to that area and free up some horse's by not having the cam drive the pump either but they don't have anything like this yet. Just a idea though.

Is there any difference between the Camaro LT1 and the Corvette LT1? Not all Vettes came with LT4s now did they? Now I do know about the LT5 but I am not talking about that overhead cam stuff lol.

Those coil conversion kits (sometimes called "opti delete", why I don't know) still use the optispark to determine timing, the voltage is simply bypassed. You still need an optispark. I've seen quad coil kits with ignition module directly from the Northstar spare parts bin, and then there's also the eight coil kits just like the LS1's have (can't remember why but one site yapped about how the four coil setup is actually better than the 8).

I've looked at these systems as well John - much like 89IROC pointed out about the LT1's, my engine does leak oil from behind the water pump. It started after a home garage cam swap, and as any LT1 owner who has done this knows its the result of what happens when you try put back the tiny little rubber waterpump washer/gasket without that stupid little GM plastic applicator - specific for this one crappy little application! lol I'll say this, after being covered in oil for almost 4 years my opti has been a tank until now. So I've thought about doing the coil conversion but the problem is my MSD ignition box and Crane coil will become useless pieces of junk. When the engine finally gets either completely rebuilt or partially torn down & re-sealed, I think I'm probably going to go with another OEM opti - or if I had the money, the Dynaspark performance opti.

An electric pump would also be a good idea too, and while we're down there how bout a double roller timing chain...




Differences between the LT1 in the F-Body and Y-Body were very minimal, if anything. The accessory components were different but I can't honestly think of anything else. Not like the LT1's in the Impala's that got iron heads and a milder cam... The LT4 production engine was only used in the Corvette in 1996 (a year after the last LT5 ZR-1 in '95 and a year before the LS1 C5 in '97) - the Corvette Collectors Edition with the 6-speed and in the Grand Sport were the only two Vette models that got LT4 mill. About 100 or so SLP F-Bodies got the complete LT4 engine in 1997.

OK but both kits your talking about would still require a optical sensor (which like I said is the major drawback to creating accurate timing and causing the knocking when it gets wet as well as causing the module not to register 4 pulses per revolution)because even if they use a Northstart module, the LT1 module is located just above the coil on the driverside head anyway so thats not in harms way and really would not require a change unless you felt like it.. Also Corvette LT1's have 4 bolt main caps and the F-body got 2 bolt main.

Cool cool just curious. Doesn't seem worth all the hassle to put a LT1 into a 2nd gen Camaro.

wow, never ment to start a war in the family lol. gues i threw down the mod gauntlet by bringing up the vortec head swap. The point i was trying to make, is that the hardware of the engines, are all but identical short of the intake manifold. I totally agree that the TPI looses top end power, thats why im installing an Acell superram on my 302. My key complaint with the LT1 is its electronics, which by design are amazingly complex and accurate in their job, not unlike a swiss watch, however because of their delicate nature, and poor execution in real world situations, its an achillies heel, which really unsettles me at the thought of driving 120 or even slower and having the engine hiccuup on me. I like the TPI because its rock solid, reliable and trustworthy. The LS1 dosnt have the problems associated with the LT1 electronics, so its also on my good list. Again, being an electronics guy, and knowing the real world reputation of the LT1 electronics, that is where my dislike comes from.







and here comes the hate mail :evillol:

Cool cool just curious. Doesn't seem worth all the hassle to put a LT1 into a 2nd gen Camaro.Its not that bad but I'm a strong believer in working with what you got so I am not a big engine swap fan but since the LT1 has the same bolt pattern as a first gen small block chevy its a more direct replacement then say a LS1.

wow, never ment to start a war in the family lol. gues i threw down the mod gauntlet by bringing up the vortec head swap. The point i was trying to make, is that the hardware of the engines, are all but identical short of the intake manifold. I totally agree that the TPI looses top end power, thats why im installing an Acell superram on my 302. My key complaint with the LT1 is its electronics, which by design are amazingly complex and accurate in their job, not unlike a swiss watch, however because of their delicate nature, and poor execution in real world situations, its an achillies heel, which really unsettles me at the thought of driving 120 or even slower and having the engine hiccuup on me. I like the TPI because its rock solid, reliable and trustworthy. The LS1 dosnt have the problems associated with the LT1 electronics, so its also on my good list. Again, being an electronics guy, and knowing the real world reputation of the LT1 electronics, that is where my dislike comes from.







and here comes the hate mail :evillol:
The LT1 only design flaw was the location of the distributor/opti spark and its one that only becomes a issue if you have a problem with the water pump besides this I can't think of any other electrical problem that the LT1 has that every other fuel injected car is not likely to encounter. Your also talking about the opti like they fail every 10K or so, which is not the case and yes its a expensive part but when you look at the engine design wise as a whole with power/money/relaibility its a awesome creation and despite little problems here and there it stands up to the test of time very well. Most opti go 100K before creating a issue anyway and yes when they go its a pain in the ass but small price to pay if you ask me.

you say tomoato, i say elcrappo its ok, i still love ya :)

hey 89 if you ever catch a guy in your driveway pissing in your gas tank laughing his ass off, just remember why.

LMAO riigggggggght, i knew i was designing that gas-tank-fill-tube-bear-trap for a reason :evillol:

Yeah good luck with that, I have a real small dong. I piss at 120 PSI. Trust me my urine will get threw.

LOL. This is great!!!!

what bothers me is the fact that GM used plastic on the front side of the opti... anywho, I agree the LT1 electical system can be finicky. But like John said we make the most of what we've got - yet it does seem to be a popular engine for hot rodders and 3-gen swaps. I think if I had a pre-1990 F-Body or C4 I'd keep the L98 and do it up or buy a ZZ4 crate engine (but then we're talking $$$). BTW were the C4 LT1's really all 4-bolts?? I thought only the LT4 version were.

Yup, all the Vettes from 92-96 with the LT1 used the 4 bolt main caps. Check out this site they show the difference between the LT1 used on different models. http://www.9c1.com/technical/LT1_rebuild/ar99928.htm

Yeah good luck with that, I have a real small dong. I piss at 120 PSI. Trust me my urine will get threw.

heh....too easy.

Yeah I'm easy but when your penis looks like a stray pinkish pubic hair you take what you can get.

Well when it comes to the LT1 I wasn't lying about its short runners. The TPI engine is a shitty engine, stock, to compare the LT1s power to. 330lb-ft? Any crappy V8 can pull those numbers. TPIs only pulled 15 seconds flat stock not much to brag about or to compare to. stock.



first of all thats pretty dumb what you said... My 1991 Z28 L98 TPI ran a 14.3 bonestock! Most L98 TPIS can run low 14s to high 14s, depending on gears and if its a G92 or not.. Also my L98 came with more torque then a LT1 Fbody :iceslolan TPI isnt a crappy engine at all, Ever seen that TPI crate motor pushing over 400hp? Ive seen plenty TPIS hitting 12s :sly:

Ok you two "Formula and 89" stop fighting and go put your noses in the corner, JK. I think you should get an LS1 like mine with a six speed tranny. Then you can eat the imports

23 Days to late

Stock out of the box the L98 motor is nothing special. It is not a shitty engine, I mean hell it is almost the exact same as my engine just a little improvements here and there and a roller cam. It is just nothing special with its low horse power and descent torque. I would have to see it to believe it with your numbers though. I never heard of a stock 3rd gen pull mid 14s much less low 14s, STOCK. But all Chevy small blocks engines, above 327ci, can be great and have tons of potential.

Stock out of the box the L98 motor is nothing special. It is not a shitty engine, I mean hell it is almost the exact same as my engine just a little improvements here and there and a roller cam. It is just nothing special with its low horse power and descent torque. I would have to see it to believe it with your numbers though. I never heard of a stock 3rd gen pull mid 14s much less low 14s, STOCK. But all Chevy small blocks engines, above 327ci, can be great and have tons of potential.


then you dont kno nothin about thirdgens then !Go read the 350 TPI times off car magazines from the early 90s and late 80s.. You see numbers from 15.1 to 14.5 to 1990 IROC Z L98 doin 14.4 and 0-60 in 5.8 seconds. Also i found a article on a 1991 Z28 L98 and it did a 14.3 at 95mph BONESTOCK. so thats all BS that your sayin. It pisses me off how all these 4th gen owners think there all that. no offence guys.. Core you prob never owned a L98 or seen one.

then you dont kno nothin about thirdgens then !Go read the 350 TPI times off car magazines from the early 90s and late 80s.. You see numbers from 15.1 to 14.5 to 1990 IROC Z L98 doin 14.4 and 0-60 in 5.8 seconds. Also i found a article on a 1991 Z28 L98 and it did a 14.3 at 95mph BONESTOCK. so thats all BS that your sayin. It pisses me off how all these 4th gen owners think there all that. no offence guys.. Core you prob never owned a L98 or seen one.
Welcome to the forum Nick and no one is bashing 3rd Gen motors. I have said time and time again in this forum as well as the firebird forum that the L98 is a torque animal. It was proven on the history channel's Full throttle show that they were underrated(which 90% of us watched BTW). I have owned 3 Vettes to date with the L98's and loved them all and to be honest stock for stock it did feel faster than my LT1. Now having said that yes there were cases were bone stock Camaro L98 rans low 14's and it was the best set up GM used on the block at the time but the LT1 was based on its design but did make improvements on it such as shorter runner length to improve high RPM operation, reverse flow cooling to allow for higher compression ratios without chance for detonation. The heads flow better. Also as you have stated there have been reports of the L98 running low 14's but there have also been LT1 4th Gen's running high and mid 13's if you consider 13.7 mid. Stock there was also a article in GM high performance were they got a stock LT1 into the 12 with under a $500 investment. So its not only looking at stock vs stock its looking at the engine as a whole such as ease of modification and ability to handle higher compression although I happen to love the L98 and could see how you think we are bashing but most of the member here own 3rd Gen as well as our mod. So I promise you we are not and I would love to own another L98 equiped car. They look cool anr are under rated and can break the tires loose really easy on almost any car. Who wouldn't want one?

People take this stuff too personally. If they do pull low to mid 14s rock on. Car needs to pull 13s anyhoo. But I do like those motors and know they have tons of potential. 350s ROCK!

Core you prob never owned a L98 or seen one.
Hey no need for insults man!

thanks for welcoming me guys :smile: Anyways maybe i was taking it little to personal and i apologize. Just ive seen many ppl putting down 3rd gens and calling them names and not respecting them and all this. It just irritates me how alot ppl say a L98 is a mid 15 second car when its actually a 14 second car. Ive seen Bone Stock LT1 running 14.4s... Also hate to break it to ya LT1 guys. But a SD L98 with a G92 3.23 gears will easily take a early LT1 with 2.73 gears, ive see it happen.. A L98 is a torque monster and is very good at stop light to stop light street races. Yea it dies at 4400 rpm or so, but man its blast until it falls around there... I herd the LT1 isnt a good low end grunt motor, is this true? I kno the LT1 is 10x better then the L98 at the upper RPMS. But overall TPI isnt as bad as ppl say. PPL assume it sucks because its from the 80s and it has hp from 190-250hp and ppl think that sucks. Man ive seen many L98s hitting 350 HP. yea ive seen the full throttle show with 88 Iroc Z and it shows you that the L98 does have "BALLS" Look at that Turbo Gran National they did when they brought it to the tracks it only ran 14s :banghead: But them IROCZs ran low 13s with not so good drivers. Those L98s with good drivers could easily hit 12s with that Vortech. For christsakes it made 322rwhp! that would beat a stock LS1... Sometimes i hate how them 4th gen guys put us 3rd genners down :disappoin: I mean 3rd gens have potential and awesome looking cars as well, actually best looking Fbody made IMO.. Why cant all of us Fbody owners get along. Yea okay you have A LS1 but doesnt mean you have the right to put down my 15 year old TPI. Dude TPI was the shit back in the day! Back in the day 350 TPI was like the LS1 then LOL.. So i think all our cars are fun as hell, lets just get along and enjoy them.. CHEERS!!! :cheers:

all arguments aside.. the camaro kicks ass.. no matter what year.. lol

Also hate to break it to ya LT1 guys. But a SD L98 with a G92 3.23 gears will easily take a early LT1 with 2.73 gears, ive see it happen.. ......okay........ but why arent we comparing cars with the same gearing? I mean jeeze... put crappy gears in a vette and an fbody could walk all over it too.....

I herd the LT1 isnt a good low end grunt motor, is this true? LT1 is very good for low end power, it actualy has more low end power than the LS1

PPL assume it sucks because its from the 80s and it has hp from 190-250hp and ppl think that sucks. well... its just getting compared to the 275-295hp stock LT1..... numbers dont lie.....

You compare a car with lower gears and yea it will loose... But hey HP isnt evertthing to make a car fast theres other things as well LOL .. I was using that as an example that a L98 can beat LT1 in stock vs Stock race. I would have my money on a L98 at a stop light to stop light race.. L98 has more peak low end. but LT1 i hear has flatter torque curve.. Both good engines tho and have there pros and cons :)

ok.. heres my thoughts.. you probably dont want them.. but here..

*in a stop light situation, it could go either way.. who knows how far of a race we're talking.... if its farther than about 100 meters.. the LT1 will probably smoke it.. the LT1 has lower low end torque than the l98 does, but for good reason. its spread out a lot better through the entire rpm band.. an lt1 doesnt die at 4400.. it keeps going. Really, making the LT1 a faster car overall.. i've seen LT1's around here rip the L98 a new one.. and vise versa.. it all depends on what you got.. and how you drive..

*another thought, there has to be a reason as to why a lot of 3rd gen owners are putting Lt1's in ther cars....

*another thought, there has to be a reason as to why a lot of 3rd gen owners are putting Lt1's in ther cars....
werd