One of the high points in the development of the small-block Chevy engine, and a cornerstone in its reputation as a bulletproof power producer, is the legendary LT-1 introduced in 1970. Available as a regular production option in Corvettes that year and the following two years, the LT-1 featured a long list of power magnifying and durability enhancing features. Four bolt main bearing caps held a secure grip on the forged crankshaft. Forged aluminum pistons were pinned to forged steel rods. A generously timed camshaft, solid lifters, large valves and a 2 1/2-inch exhaust system enabled the engine to breathe freely right up to its 6500 rpm redline. An 850-cfm Holley perched atop an aluminum intake did the fuel delivery chores while a high-volume oil pump downstairs took care of lubrication. The fire in each cylinder was lit by a dependable Delco transistor ignition system.
All of this added up to a 350-cid engine that delivered a conservatively rated 370 hp @ 6,000 rpm and 380 lb-ft of torque @ 4,000 rpm in 1970.
The following year horsepower fell to 330, largely as a result of a drop in compression from 11.0:1 to 9.0:1. This reduction was required for the engine to run on fuel with a Research Octane rating of no more than 91, which was the number the oil companies were predicting after they removed the lead from their gasolines.
In 1972, the final year of its availability in Corvettes, the LT-1 power rating was again reduced, this time more as a result of a change in the way the power was calculated rather than any real change in output. Previously, horsepower was measured at the flywheel with the engine on a dyno stand. The figure arrived at, called gross horsepower, reflected the engine's output when it was fed a steady supply of cool intake air and when it was unhindered by accessories like the alternator, fan, air cleaner, and so on.
Rather than reflecting gross power the 1972 figures indicated net horsepower (also called base horsepower.) Net power was a measurement of power made with the engine installed in the car, and the LT-1's lower number of 255 base horsepower reflected the considerable power lost to all of the engine driven accessories. In 1972, as in the previous two years, LT-1 Corvettes were true tire-churning musclecars, capable of low 14-second quarter-mile times in absolutely bone-stock condition. With headers in place of the factory's cast-iron exhaust manifolds and sticky rubber in place of the OEM tires, an LT-1 was suddenly a low 13-second quarter-miler.
In the early '70s big-blocks were still available in Corvettes and cars so equipped were measurably faster in acceleration and at the top end than a similarly equipped LT-1. But the LT-1 offered one important thing the big-blocks couldn't, namely superb balance. By paring more than 100 pounds off the front end, which is where Corvettes needed extra mass the least, the high-revving small-block made for a noticeably better handling and better stopping car. As an added bonus, the small-blocks tended to run cooler, and thus avoided the overheating problem the big-blocks tended to suffer from.
The deluxe saddle interior...
The deluxe saddle interior is completely original and in pristine condition. Deluxe interiors, which included plush-cut pile carpet, fancy door panels and leather seat covers were available in saddle or black only in 1972.
Engine compartment is all...
Engine compartment is all original and in remarkably good condition given its age. The air injection reactor (aka smog pump; above photo) was usually the first item to go into the garbage can when a new Corvette was brought home in the early '70s.
The enthusiast who shelled out the extra money for an LT-1 ($447.60, $483, and $483.45 in 1970, '71, and '72 respectively) got plenty of power but obviously wanted more than just brutish acceleration. After all, for about $188 less he could have gotten an LS5 454. He also wanted a Corvette that cornered, braked, and rode like a true sports car.
Over the three-year span from 1970 to 1972 a total of 4,977 buyers got the near-perfect blend of raw power and sports car balance the LT-1 had to offer. Of the nearly 5,000 LT-1s sold, most were driven as Zora Duntov and his associates intended and therefore few totally unmolested examples survive today. The '72 coupe featured here, owned by collector Stan Rivera, is surely among the most original LT-1s left in existence.
Though not perfect when scrutinized up close, its original Classic White lacquer paint is still quite beautiful given its age. Likewise, the deluxe saddle interior is all original and nearly perfect. Along with the leather seat covers, the deluxe interior package included fancier carpeting and upgraded door panels. Under the hood this amazing survivor is really a wonder to behold. Naturally, every number and date code is correct for the car's assembly date. Even normal disposables like engine hoses and belts are original and in excellent condition. Likewise, the Air Injection Reactor system is completely intact and functional.
An examination of the car's underside reveals many insights into what the chassis and its components looked like when they were brand new. Different color paint dabs, various inspection marks, body shim allocation slashes and the like reveal the complexity that authentic detailing should have.
For enhanced driving pleasure, as well as an extra margin of safety, the car now wears modern radial tires on all four corners. However, the original Firestone Wide Ovals, still on their original wheels, rest comfortably in Stan's garage.
Given the care that each of this LT-1's owners have lavished on it since the day it was born, it's not the least bit surprising that a folder full of original paperwork still remains with the car. "I have complete documentation for the car since day one," explains Stan, "including the owner's manual, original window sticker, Protecto-Plate and all bills related to the car since it was new."
As it has been since the very beginning, this Corvette is regularly exercised on the open road. Power steering and brakes make driving it more pleasurable without sacrificing any of its performance. And given the stoutness of its powerplant and drivetrain, it's entirely feasible to drive it in a spirited fashion, and yet have confidence that it will remain in superlative condition for another 30 years.