Any LT1/LT2 builds out there

[Darkjuju]

Been nerding out on SBC's wasn't aware of the progress from LS to LT, HP gains seem really nice but I am guessing like all things modern, programming/er becomes challenging and the VVT no one really likes. crazy how the fuel pressure jumps from 20-30psi in a LS Fi to over 2800psi on these motors with the direct injection.

 

[J Alper]

Depends what you are using it on, but just like a power washer taking in 50 PSI water,  One main reason they are making more HP is really just compression, the heads flow better with the new design, but aftermarket heads for the LS flow as good and some mfg flow better, 

The new LT1 comes with  11.5 to 1, from the LS1 was 10.2 later the LS2 came with 10.8,  

You can make a lot of HP with compression and throttle response, 

A lot of the parts work on the LT from the LS, you can also run the LT with normal injectors with as easy as a holley system,  

Another HP gain will come from the factory vacuum pump, this will free up some HP also,   

To soften the look you can purchase adapters to make the LS1 water pump fit the LT,   

 

[Fullthrottleguy]

I personally Really like the new LT engines, but I would not put one in a sand car yet - there are just too may LS parts around and not as many LT parts yet - making parts and dealing with high fuel pressure is not economical yet IMO. Unless its and LT5 drop in  - Big Supercharger - Big HP and TQ out of the box - but still Fuel pump issues to deal with and ECU tuning aftermarket is still learning ...

As JALPER said   you can make OODLES of HP with them.  the Bottom end is as strong Stock as an LS9 which is pretty strong and head design is better than the LS - even the LS7 CNC which is king on LS engines ...LS  is already 10x better than the SBC (I have built Lots of SBC and BBC engines)

Where the LT shines is when its Supercharged  - with the right ECM and tune you can pump 2x the boost even with higher compression (which greatly helps the transition from NA to Boost pressure)  because they are direct injected ...  The secret is that with High compression and EFI (not direct injection)   with lower octane you get detonation (pre ignition) with too much timing and once it starts you cannot back the timing down and stop it - it burns the engine down while your foot is in it ...  With DI  you can eliminate Detonation while adjusting timing on the fly  (Timing more than anything else makes power)

Because Pre ignition or detonation CANNOT happen because their is No fuel   DI is completely dry  unlike the back of the valve getting gas from the Injector mounted in the manifold  - with DI if you detect a ping you shut off the fuel pull the timing back and then start up the fuel again in literally Milliseconds at ANY RPM ...

Thats why they can easily run an NA engine at 12:8 or even 13.5 compression reliably and do that with a SC (hard to meet emission with that though).  Even an LS at 10:8 some engines are known to crack rings and have reliability problems from bad gas at 10:8

A DI engine can run small valve springs and less weight in valve train which makes them rev faster and be more reliable at higher rpm - Big springs kill LS heads and Cams and kill HP 

Holley and other are getting the ECM Tuning down and some aftermarket companies will be release pumps and a lot of other parts (if SEMA wins the lawsuit against CA and the federal government regarding Aftermarket DI parts)

For me I bought one to play with, but will not run one for a couple years at least unless I build a street rod.