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Old 10-16-2008, 05:57 PM
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LT1-350 and 4L60E

I'm bumbed, I've talked a couple of builders that say the combination of the LT1-350 and 4L60E are a piece of garbage ...Is this true?...

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Old 10-16-2008, 08:17 PM
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Quote:
Originally Posted by Harleyvato1963
I'm bumbed, I've talked a couple of builders that say the combination of the LT1-350 and 4L60E are a piece of garbage ...Is this true?...
What do you want?

As a race set up this isn't the best as the deep low makes getting traction difficult and the long jump to second pulls the engine too far down it's power curve making recovery in second a bit slow. Overdrive for a race transmission is useless as it slows the engine way to far down it's power curve. To some extent that can be made up with stiff rear gears, but that makes the traction issues in first that much harder to deal with. It's somewhat difficult to get competition type shifts out of it, but there are specialty houses that do.


If you want this for a power cruiser on the street it works just fine. You can run a high ratio rear and still get good acceleration out of the deep low. The high ratio overdrive and the lock up converter lets the motor turn slowly against a fast road speed getting super gas mileage while zipping along at 80 plus.

I run this set up, well almost, in my 89 S15 which is my going to work and parts running truck, it does just fine and will frighten the drivers of any Nissan 350Z its ever come across. The "well almost" is that the LT1 block has been substituted with a 4 bolt 880 Vortec block with the heads returned to conventional cooling and a regular HEI distributor is in the proper Chevy location. Yeah, I wish I held out for a T56 but they just take too long to score and cost a bundle when you can.

Bogie
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Old 10-16-2008, 11:11 PM
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I'm not a fan of the 4L60E. Like bogie said, it has the widest 1-2 ratio spread of any automatic tranny. In stock form they're also not the stoutest thing. My LT1/4L60E combo has 125k and its going to die any day; major 2-3 shift flare, sometimes likes to take its sweet time dropping into gear. Some guys have complained of dead 4L60Es in as little as 60k.

But it can be built up wonderfully... and the LT1 is for all practical and operational purposes a well-managed, high-compression EFI 350. The finer points are different, but the rotating assembly is interchangable with any 1-piece rear SBC. Iron heads have superior flow, in fact iron LT1 heads flowed so nicely that GM made a direct copy of the intake port when they made the Vortec heads. The reverse flow LT1 cooling is brilliant; send coolest water to the heads first. That's one of the reasons they can have 10.5:1 compression with a tiny cam and still run 87 octane.

IMHO, the iron-head LT1 is the pinnacle of the SBC architecture. The intake ports and chambers are basically identical to Vortecs, as is the complete rotating assembly; so the longblock functions almost identically to a Vortec engine, but the higher compression, sophisticated EFI, knock sensors, reverse flow cooling, and inspired intake design make it a really nice package. A close second would be the aluminum-head LT1. Same benefits except the heads are not quite as nice as the irons.
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Old 10-17-2008, 08:15 AM
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All I want my LT1 / 4L60 for is a hot looking 1956 F100 daily driver, yes I'd like a little heft at the light and maybe to be able to pass another car without taking for ever, but that isn't as important as the gas mileage. In my case I'd like it to have more bark that bite.
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Old 10-17-2008, 08:16 AM
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In that case, its perfect. No worries.
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Old 10-20-2008, 08:19 PM
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I like my LT1/700R4

Mine is similar but older transmission. The 1995 Impala SS LT1 is all I need in my 3200lb, '48 Chevy 1/2Ton. I'm a dad not a street racer but I can still scare my little gaffers with a touch of the gas peddle.
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