Now I confused myself.

[1989 406]

I have always loved the digital dashes. In our 89 we had an automatic and I told myself that if I ever get a C4 it will be a 6 speed. I drove a 1990 6 speed with the dig/ana dash and it hit me that because it was a 6 speed that the analog was useful for shifting, in the auto it did not really matter. I am not sure now which one I would buy. I have always loved the digital dash.

Then after posting on here people had said the LT1 was much improved over the L98 with the 6 speed.

 

[G Winter]

I would say get the latest LT car you can afford. I haven't seen any down side on the forums to owning an LT verses a L98.
The reason I have the 90 was price.


Glenn

 

[MBDiagMan]

Either car is fine, but if you're going to drive a sports car, get one with a stick shift. The L98 and the six speed makes a great combination, but so does the later car.

The main difference between L98 and LT is the powerband. The later car will win hands down in a drag race, but the L98 is king when it comes to low speed torque. Torque makes a car fun to drive, while horsepower wins races.

Since I don't race my Vette, I enjoy very much the unbelievable low speed torque of my stick shift L98.

Buying a sports car without a manual transmission is like hiring a prostitute that has no "you know what" between her legs.

 

[Vettefan87]

I would think the L98 is easier to work on. That and they are torque monsters I'd rather have an L98 then an LT1 equipped vette any day.

Either way its still a Corvette

 

[1989 406]

My only experience was my father's 89 supercharged L98. That thing went 12.19 on street tires with the smaller pulley on it. That was moving back then.

 

[ZumZum]

I like the digital dash, but the digital tach is worthless IMO. I plan on adding a Autometer analog tach to mine.

Also. the digi tach is not very accurate to my understanding

 

[vetteoz]

Also. the digi tach is not very accurate to my understanding

The Digi dash is very accurate ; just slow to respond when reving.
The rods will be hanging out the side of the engine before it shows you you have over reved!
I have Auto meter tacho and dash reads same #'s ; just 10 sec behind

The main difference between L98 and LT is the powerband. The later car will win hands down in a drag race, but the L98 is king when it comes to low speed torque.

Apples with apples ; a L98 will kill a LT1 off the line but the LT1 will walk away 1/2 track.
300 v 240 Hp

 

[MBDiagMan]

The digital tach also has an analog tach. I don't see the need for an aftermarket tach.

The rods won't be windowing the block in an L98 because it runs out of steam WAY before threat of that happening. If you rev an L98 much past redline, you will be turning a slower quarter mile because you are so far past the horsepower and torque peaks.

 

[vetteoz]

The rods won't be windowing the block in an L98 because it runs out of steam WAY before threat of that happening.

But I have a Air foil in the TB; doesn't that mean my TPI will rev to 10K?

 

[Cruzen]

Factory numbers for both engines.

1994-96 LT-1 300HP @5000rpm
340ftlb torque @ 3600rpm

1990 L98 250HP @ 4400rpm
350 ftlb torque@ 3200rpm

1998 LS-1 345HP@5600rpm
350ftlb torque@4400rpm

Please be aware of the fact that when tested by outside companies, few if any engines actually met these figures. The numbers that present a more accurate representation of what the car can do are the actual rear wheel numbers which are lower than the factory advertised numbers. Over the years Corvette Fever Magazine has done some rear wheel tests on stock cars with varying miles and these can be gotten from them.

Late 1994-1996 LT-1 had powder coated rods stronger than any previous Chevy small block. LT-1 also has roller cam and lifters both these are important for longevity at upper RPM’s.

A bigger factor than engine torque may be which rear end ratio’s as that affects the actual torque. Manual cars came with 3.07 standard, auto cars had 2.73 as standard.

People who drive a manual trans like more RPM than torque.

The L98 runs through 4400rpm before it looses power. The power curve actually drops so at 5000 you are putting out less than the advertised 250hp. Depending on who’s curve you want to believe it’s between 240 and 230HP at 5000.

The LT-1 pulls till 5000 at which point the power curve flattens out to 5500 at which point you are putting out about 295HP. It hits the fuel shut off rev limiter at 5800.

Using these numbers, if you subscribe to the thoery that states you should shift just as you hit the peak of the power curve, you will be shifting a L98 600rpm before a LT-1. If you subscribe to the thoery that states you shift near the peak torque you will be shifting each gear 400prm earlier than the LT-1. That in itself usually looses drag races and if you run your car on the track may mean that you have to shift in situations where a LT-1 can hold the gear say on short straights or in wide sweeping curves.

My 94 roadster is a auto car, I would prefer a 6 speed but I acquired the car in a trade so…. With the low gear in the auto trans and the optional 3.07 in the rear the car has a lot of torque. This car performs better under 3000 than my 98 LS1 roadster which is also an auto car with performance rear axle, but does does not develop it’s peak torque till 4400rpm. Under most NORMAL driving conditions the 98 trans shifts around 2400rpm which is way below the peak torque curve of 4400rpm. The 94 normally shifts at 2800 which is a lot closer to the peak torque curve of 3600rpm.

Whatever your decision, remember that it’s a Corvette so get ready to have a good time.

The trip is short,
enjoy the ride,
Denny

 

[Fullback32]

But I have a Air foil in the TB; doesn't that mean my TPI will rev to 10K?

ONLY if you add coffee can "Fast and Furious" mufflers.

 

[BADRACR]

Like so?

 

[MBDiagMan]

Factory numbers for both engines.

1994-96 LT-1 300HP @5000rpm
340ftlb torque @ 3600rpm

1990 L98 250HP @ 4400rpm
350 ftlb torque@ 3200rpm

1998 LS-1 345HP@5600rpm
350ftlb torque@4400rpm

Please be aware of the fact that when tested by outside companies, few if any engines actually met these figures. The numbers that present a more accurate representation of what the car can do are the actual rear wheel numbers which are lower than the factory advertised numbers. Over the years Corvette Fever Magazine has done some rear wheel tests on stock cars with varying miles and these can be gotten from them.

Late 1994-1996 LT-1 had powder coated rods stronger than any previous Chevy small block. LT-1 also has roller cam and lifters both these are important for longevity at upper RPM’s.

A bigger factor than engine torque may be which rear end ratio’s as that affects the actual torque. Manual cars came with 3.07 standard, auto cars had 2.73 as standard.

People who drive a manual trans like more RPM than torque.

The L98 runs through 4400rpm before it looses power. The power curve actually drops so at 5000 you are putting out less than the advertised 250hp. Depending on who’s curve you want to believe it’s between 240 and 230HP at 5000.

The LT-1 pulls till 5000 at which point the power curve flattens out to 5500 at which point you are putting out about 295HP. It hits the fuel shut off rev limiter at 5800.

Using these numbers, if you subscribe to the thoery that states you should shift just as you hit the peak of the power curve, you will be shifting a L98 600rpm before a LT-1. If you subscribe to the thoery that states you shift near the peak torque you will be shifting each gear 400prm earlier than the LT-1. That in itself usually looses drag races and if you run your car on the track may mean that you have to shift in situations where a LT-1 can hold the gear say on short straights or in wide sweeping curves.

My 94 roadster is a auto car, I would prefer a 6 speed but I acquired the car in a trade so…. With the low gear in the auto trans and the optional 3.07 in the rear the car has a lot of torque. This car performs better under 3000 than my 98 LS1 roadster which is also an auto car with performance rear axle, but does does not develop it’s peak torque till 4400rpm. Under most NORMAL driving conditions the 98 trans shifts around 2400rpm which is way below the peak torque curve of 4400rpm. The 94 normally shifts at 2800 which is a lot closer to the peak torque curve of 3600rpm.

Whatever your decision, remember that it’s a Corvette so get ready to have a good time.

The trip is short,
enjoy the ride,
Denny

Not THIS stick shift driver. I have a half dozen vehicles around my place ALL with sticks except my wifes Mini Cooper. I want LOTS of low and midrange TORQUE. I could care less about massive horsepower as long as it will pin me back in the seat enough to leave an impression of my back.

Horsepower wins races. Low speed torque makes a car fun to drive.

The numbers you show in comparison of the L98 and the LT1 don't tell the story. The only way to know the difference is to drive both of them. On paper the L98 has only 10 more lbs/ft of torque BUT it peaks 400 RPM lower in the band. If you could see the curves, you would ALSO see that there is considerably more off idle torque in the L98 as opposed to the LT1.

The LT1 is GREAT, but for fun street driving I prefer the L98. My brother has had a six speed L98 and then had a six speed LT1 so I driven them all. I prefer my 4+3 L98 to either of the cars that he had.


BTW, "powder coated rods????????" In any engine the rod is the most stressed part, but the forged steel rods in small blocks from 62 on were PLENTY strong. They are CERTAINLY strong enough for the L98 since 5,000 RPM is the maximum practical engine speed.

The REASON for shifting at a higher RPM wins drag races is ONLY valid when the engine has a powerband that offers increased horsepower at that higher shift point.

ALSO, you don't shift at the torque peak. If you do you will not be taking advantage of the increased power slightly above the peak. Horsepower is NOT a measured unit. Horsepower is CALCULATED. The horsepower will almost ALWAYS peak at an RPM past the torque peak.

My $0.02,