The Truth About Cars » LT1 http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Wed, 16 Apr 2014 05:18:32 +0000 en-US hourly 1 http://wordpress.org/?v=3.8.1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » LT1 http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Super Piston Slap: Poorvette Fever! http://www.thetruthaboutcars.com/2014/03/super-piston-slap-poorvette-fever/ http://www.thetruthaboutcars.com/2014/03/super-piston-slap-poorvette-fever/#comments Thu, 20 Mar 2014 12:12:57 +0000 http://www.thetruthaboutcars.com/?p=775097

Aside from “real racers” who insist The 24 Hours of LeMons is a joke, everyone else understands this series’ willingness to embrace engineering and artistic creativity, providing somewhat-wholesome entertainment and—best of all– giving away a metric ton of track time for little cash.  As a member of the LeMons Supreme Court in their Texas races, well, bias from judicial bribes and heartless praise bestowed upon me aside…

…here’s a dirty little secret: you can go LeMons racing in any fully depreciated machine with ZERO PENALTY LAPS, no matter how awesome the vehicle was when new. Provided you bend (not break) the rules with your whip.  And give everyone a good reason to love/hate you.  The Poorvette is proof positive.

Now this ain’t no secret, as Murilee Martin already mentioned how the Poorvette shoulda been buried under penalty laps. But wasn’t.  Why?

  1. The team: historically they‘ve been nice to everyone, pre C4 Corvette ownership.  Sometimes that goes a long way in determining penalty laps, or lack thereof.
  2. The Poorvette’s somewhat believable story: being an earlier C4 (Tuned Port Injection) body with an LT-1/6-speed swap gone wrong (supposedly), then sold for cheap-ish and parted out to fit in LeMons rules.***
  3. Track record:  American V8 iron has rarely endured in LeMony races, much less possessing the fuel economy to match with the infrequent pit stops of more efficient metal. #notwinning
  4. Margin for error: you are guaranteed to enjoy passing every lily livered furrin’ car in your wedge-tastic Vette, to the point that euphoria nets you a black flag. Then serious repercussions (that often come with zero-penalty laps) in the judging area…resulting in no chance of winning.
  5. Not winning is a big “win” for everyone: the fanbois have grist for their mill, the haters do their thang, and LeMons tells another insane story.

Clearly this is a win-win for everyone. Especially you, oh cheaty race team.

Photo courtesy: (http://www.murileemartin.com)

And how did the Poorvette do? It led the pack, getting everyone all hot and bothered.  But then the stock fuel tank/pump had starvation issues in the corners, which was the icing on the cake after the power steering failed the day before in testing.  No matter how fast you’re going, those Z06-style wheels are too wide to ever make a lack of power steering acceptable. Even still, the Poorvette probably also set one of the fastest lap times, which totally means nothing in an endurance race.

Hare, meet the Tortoise…son!

But still, the Poorvette’s maiden voyage netted a respectable 6th place on a weekend lacking Corvette friendly weather.  Not bad considering how many Porsche 944s need far more work to accomplish similar results.  Perhaps one day we will see C4s give those Porkers the drubbing they got back in the 1980s. If so, don’t expect Judge Phil to be generous with C4s again. Ever.

No matter, the Poorvette’s crew even earned a Judge’s Choice Award, which proves once more: we need more C4s in LeMons!  Well not exactly.

Perhaps more “taboo” cars that aren’t of the E30 or retired Spec-Miata variety. Like more Porsche 928s, rear-wheel drive Maximas souped up with Z-car parts, more cheaty compact trucks (cough, RANGER, cough) and more GM sedans easily modified to DOMINATE in the slower classes: C and B.   And let’s not forget more super-durable CVPI Panthers, too.

So there you have it: good stuff happens in LeMons when you play your cards right. Thank the Poorvette for proving that.

*** Considering the early C4s utter domination in SCCA back in the day, and their still impressive autocross performances today, the Poorvette crew would do just as well in LeMons with the stock aluminum headed L98 and a close ratio 4+3 gearbox. Their LT-1 swap and wide ratio T-56 gearbox did very little for me. This is an endurance race, not a drag race!

 

 

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Ken Lingenfelter: New LT1 Engine A Challenge for Tuners http://www.thetruthaboutcars.com/2013/02/ken-lingenfelter-new-lt1-engine-a-challenge-for-tuners/ http://www.thetruthaboutcars.com/2013/02/ken-lingenfelter-new-lt1-engine-a-challenge-for-tuners/#comments Mon, 11 Feb 2013 13:30:02 +0000 http://www.thetruthaboutcars.com/?p=477084 Elteeone - photo courtesy of Cars In Depth

General Motors’ powertrain engineers have undoubtedly demonstrated with the LS family of V8 engines that pushrods still have a place in the 21st century. As successful and popular as the LS has been, I don’t think it’s much of stretch to assume that the new LT1 V8 in the all new seventh generation Corvette will eventually replace the LS engine in its various permutations and applications. The LT1, still a cam in block engine, and still with Ed Cole’s 4.40 inch bore centers, adds direct injection to the Small Block Chevy heritage. The LS family has also been popular as crate motors, used by customizers and high performance enthusiasts as well as with a small industry of companies that specialize in high performance GM products. While you can buy a LS from General Motors with up to 638 horsepower, if that just doesn’t satisfy your need for speed, companies like Callaway, Lingenfelter and Hennessey have shown that the LS engine’s basic architecture is capable of putting out almost twice that power. After talking with Ken Lingenfelter about the new Corvette, I wonder, though, just how tuner-friendly the new LT1 will be.

I ran into Lingenfelter in front of the Classic Car Club of America’s display at the Chicago Auto Show. Ken’s a noted collector of Corvettes and other performance cars who took over Lingenfelter Performance Engineering when his cousin, John, who started LPE, was killed in a car wreck. Ken’s a car guy’s car guy and I see him at tons of car events around the Detroit area, as an exhibitor, as a vendor and as an attendee.  A while back he graciously gave me access to shoot 3D photos and video of his collection. He was in Chicago to show some LPE massaged cars, including a very nicely done ’67ish StingRay body on a C6 Corvette chassis with Lingenfelter power, built by Karls Kustom Corvette .

Alex Dykes’ posted some nice pics of the cutaways at the Chicago Auto Show. They’re fine photographs but you haven’t seen cutaways until you’ve seen them in 3D. Talk about engine porn! To view in 3D without glasses, cross your eyes slightly so that your right eye is looking at the left image and vice versa. Then relax your eyes similar to when using a pair of binoculars, and a stable third, 3D image will fuse in the middle of the other two images. You might have to move closer or farther from the screen for the ideal distance

When I asked Lingenfelter if LPE has had a chance to work on the LT1 yet, he told me that GM’s been rather close to the vest with the new engine. He also said since the LT1 is the first time that GM has used direct injection in their V8 engine family, there’s going to be a learning curve for the tuners. One thing he said, though, may not bode well for 1,000+ HP LTs. Lingenfelter said that engines are designed with performance limits. Think of the way that Formula One used to use “hand grenade” qualifying engines, motors built to make crazy power but not last longer than a few laps. According to Lingenfelter, the production versions of the LS engine still leave a lot of room for performance improvement, they’re nowhere near the limits of the performance envelope. From what he’s learned about the new LT1, Lingenfelter fears that the motor, which has the highest specific output of any GM engine ever, 450 HP and 450 lb-ft of torque from 6.2 liters of displacement, may be closer to the limits of its performance envelope in production form than the LS. No doubt the LT1′s architecture can handle the 600 or 700 HP that the eventual ZR1 edition of the C7 will have, but 700 HP is commonplace in the LS tuning world and Lingenfelter is concerned that they may not be able to wring much more than that out of the new Corvette engine.

Ronnie Schreiber edits Cars In Depth, a realistic perspective on cars & car culture and the original 3D car site. If you found this post worthwhile, you can dig deeper at Cars In Depth. If the 3D thing freaks you out, don’t worry, all the photo and video players in use at the site have mono options. Thanks – RJS

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NAIAS 2013: Everyone’s Most Favorite-ist Car Exec Saves Least Favorite-ist Electric Car…With A 6.2-liter LT1 V8! http://www.thetruthaboutcars.com/2013/01/naias-2013-everyones-most-favorite-ist-car-exec-saves-least-favorite-ist-electric-car-with-a-6-2-liter-lt1-v8/ http://www.thetruthaboutcars.com/2013/01/naias-2013-everyones-most-favorite-ist-car-exec-saves-least-favorite-ist-electric-car-with-a-6-2-liter-lt1-v8/#comments Mon, 14 Jan 2013 14:09:24 +0000 http://www.thetruthaboutcars.com/?p=473621

It isn’t often one of the biggest news items coming out of NAIAS 2013 is from a tuning house … especially a tuning house nobody has ever heard of before. Attach the name Bob Lutz to a car, along with a brand new, fire breathing, tire shredding 6.2L LT1 V8 from the new Corvette, you are bound to turn some heads. Oh, and they wedged it into a Fisker Karma.

That’s Maximum to the Bob.

The supposed soon-to-be production ready boutique supercar is called the VL Automotive Destino. While the fossil-fuel burning horsepower generator and its choice of automatic or manual transmissions is an addition, the rest is a story of subtraction. Gone is the weird polarizing Fisker Karma face for a more Ferrari-esque affair. Chuck out the batteries and their added risk of fiery death. Oh, and that EcoTec? That’ll just get in the way of its bigger brother.

Everything else is pretty much as it was when it left Finland.

Want one? They say toward the end of the year you’ll be able to buy one. The price? If you’re asking, chances are you won’t be able to buy one.

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GEN V Small Block Chevy = LT1-FTW? http://www.thetruthaboutcars.com/2012/10/gen-v-small-block-chevy-lt1-ftw/ http://www.thetruthaboutcars.com/2012/10/gen-v-small-block-chevy-lt1-ftw/#comments Wed, 24 Oct 2012 17:20:14 +0000 http://www.thetruthaboutcars.com/?p=464827 There’s a new small block in town, baby: keeping the spirit of the original 1949 Kettering OHV V8 alive. Piston Slap says the new name is sad: mediocre memories of the Optispark munching, reverse flow coolin’ LT-1 is not a fitting successor to the sheer splendiferousness that was the LSX.  Vellum Venom says that the 2006 Ford F-150 called, asking for its fender emblem back.  But what’s the real story?

All snark aside, the GEN V small block is a stunning piece of engineering on paper.  The LT1′s (no dash) forged crank and connecting rods are pure hot-rod porn.  Plus, gadgets found elsewhere:  direct injection, variable valve timing and…wait for it…another try at displacement on demand for a V8.  Third time is the charm, perhaps, and the promise of 26MPG from Six-Point-Two liters of engine sends the Porsche 911′s puny boxer motor packing.  And this is the beginning, you know there will be hotter (LT4, anyone?) version with even more power. With the “Kettering factor” present in the compact, low center of gravity LT1, this must be the lightest production V8 @ 465lbs**: let’s put one in a new BMW M5, compare the cost, ease of repair, road course performance (even with 100 less ponies), etc just to prove a point.  And then do more LT1 swaps on the competition.  That would make a statement!

Or just put it in the Cadillac ATS (optional) and CTS (standard) and call it a day. That won’t happen, but kudos to GM Powertrain for another motor that will be The One To Have in your next engine swap fantasy.

And to that idiotic rumor of Chevy putting a twin-turbo V6 in the Corvette?  Oh please: LT1-FTW, SON!

 **dave504 corrected me, the normally-injected Ford Coyote is lighter.  My bad.

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