LT1 compared to L79 - Page 3

**Xplantdad** · #1 10-06-2010, 12:49 AM

Thanks Rob!

**Dave Rifkin** · #2 10-06-2010, 04:02 AM

<div class="ubbcode-block"><div class="ubbcode-header">Originally Posted By: YENKO DEUCE REGISTRY</div><div class="ubbcode-body">What's an L46? </div></div>

1969 to 1970 350 cubic inch / 350 HP small block. I have a 1969 L46 Corvette that is equipped with the transistor ignition (like an LT1) and, from what I have read, the L46 has all of the internals of an LT1 minus the solid lifter cam. It would also need the aluminum high rise and 780 Holley.

**kwhizz** · #3 10-06-2010, 02:38 PM

Just for what it's worth.......In reference to my 66 Nova L-79 car.....In 67 I installed a Sig Erson solid Lifter camshaft and 4:88 gears and with a Edelbrock crossram the car went a best of 11.73 and with a Z-28 single 4 barrel the car would run 12.10 all day long.........

Ken

ORIGLS6 · #4 10-06-2010, 04:53 PM

4.88 gears and 11.73 ET. Without knowing tire size (little low-end torque - short tire) I'm guessing you were hitting the traps around 7600-7800??? [img]<<GRAEMLIN_URL>>/shocked.gif[/img] [img]<<GRAEMLIN_URL>>/worship.gif[/img]

**kwhizz** · #5 10-06-2010, 05:26 PM

Geez!!! I can't even remember what I had for dinner last night......But.....I do remember that I came out of the hole at 7000 rpm.......I wouldn't have the balls to do that today.....LOL

Ken

**SmallHurst** · #6 10-06-2010, 06:27 PM

I have heard that about small torque/ high horsepower small blocks.... Wind them up till they are screaming for mercy and pull another gear!!!!

I had a friend that did something like this. Tube frame Vega, sheet metal interior, 327 bored to 331, twin Holleys on a hi-rise, full roller valve train, 5.33 gearing, going through the 1/8th mile at about 8K!!!!!!!!!!!

**olredalert** · #7 10-07-2010, 01:35 AM

----While this is off the beam a bit it does have some relevance.
----When I first took over the "Red Alert" helm in 1990 the car hadnt been changed substantially since Bob H had run it. He ran that 3980lbs 70 LS6 SS/DA Chevelle with 5:88s thru the quarter. Someone else can figure out the RPMs with a 33 inch tall tire, but I knew I didnt want to run the car thru the traps at anywhere near that RPM. Point being,,,A good light weight bottom end is everything. Keep the rods attached to the crank and you can twist almost any motor tight. Well built small-blocks have a built in edge (low reciprocating weight), and almost any HP small-block can make big RPM with that in mind. Big-blocks can also reap those same benefits when the reciprocating assembly is built light and the stroke is believeable.......Bill S

**mockingbird812** · #8 10-06-2010, 06:15 PM

<span style="font-weight: bold"><span style="font-size: 14pt">Ooowee!</span> </span> that's haulin the mail Ken! [img]<<GRAEMLIN_URL>>/

[/img]

**markjohnson** · #9 10-06-2010, 07:21 PM

Those early Hi-Po Corvette 327's were really amazing little motors. They've got a great 1.75 Rod/Stroke ratio and are strong, reliable little engines that behave like they are much larger than they really are! The famous #151 hydraulic L-79 camshaft was responsible for giving that little motor lots of mid-range torque. When I was 17 years old in high school, I purchased a '64 Chevy II SS that had it's original 6-cylinder replaced by a stock 327-300 HP motor and my father told me that we MUST put in the "350 Horse" camshaft (as they were commonly called). I also lucked into a factory '65 aluminum intake (327-350 HP application) and with a set headers and 2.500 Sonic Turbos (remember them?!), it made for a really fun little high school hot rod.

**Salvatore** · #10 10-06-2010, 10:15 PM

I will take the LT-1 anyday. Only L79 close is the Jenkins version era with the small Holley and the aluminum intake. NEITHER are competitive in todays stock class racing in NHRA IMO. The 327/340 horse motor was pretty fast also.

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