The CRG has the LM1 as a $50.00 option and 10406 were made, and the L65 option as 26898 made but no cost is indicated. Does anyone know what the cost for the L65 option was? Also, what are the actual differences between the two engines other than a 2bbl/250hp and a 4bbl/255hp? Thank you. Greg

Greg:

The cost of the RPO-L65 option was @$21.00 when introducted in the spring of 1969.
This engine was basicly a 2Bbl version of the 255hp 350. The LM1 & L65 both share identical internals with 9.0:1 CR vs the 300hp 350ci CR of 10.25:1.
This engine was introducted to fill the void left by the departure of the popular 210hp 2Bbl 327ci engine in early 1969 and was carried over unchanged into the 2nd Gen. 1970 model.
The compression ratio dropped following 1970 to 8.5:1.
The rear axle ratios for the early 327 and L65 were almost identicle for teh Standard trans models but were slightly "higher" (lower #'s wise) for the L65 if an Automatic was ordered.

Hopefully the CRG guy's will chime-in if I missed something or to correct dates and ???

Hope this helps;
John

John; Thanks for the information. I can't even fill my gas tank all the way for $21.00! In your opinion, what was done to increase the horse power from 210/327 to 250/350? Just the increase of 23 cubic inches gave 40 more horses? or was there an increase in compression also? Thanks.
Greg

It also seems as if the LM1 optioned cars "mostly" got other additions (mixed and matched), such as dual exhaust, multi leafs (I have had two LM1's, 1 with 5 leaf like an ss and 1 with 4 leaf like Z-28's), 12 bolt rears, and muncie transmissions (the hugger orange had a close ratio 4 speed and the olympic gold a muncie 3 speed). The HO car was a base looking car on the outside, but had the tach in the dash and gauge cluster in the console, but manual drum brakes. The OG car has no console and power drum brakes. I think someone mentioned having a auto/10bolt car.
Both cars had the air cleaner chrome like an SS, and had prop valves under the drivers door. Both cars were plain jane looking cars, that looked like 6 cyl cars from the outside.

I think that the concensus is that the LM1's were not all that much quicker, but that they had (mostly) a helluva drive train. These would have been perfect conversion cars.

I am still working on the web page and registry, but if you want a sneek peak (also
if anyone has any corrections, additions or new data) please let me know what you think.

www.69lm1.com

Rich

Rich thats a great website you got started there. Ive been to busy trying to get my LM1 out of the garage and on the road to put alot of time into the LM1 topic but let me know what you can use.
My LM1 has the disc brakes, valve under driver door, dual exhaust, TH350 auto., console and guages, quick ratio P/S, am/fm,fold down rear seat. If you want to start tossing pics of cars on your site let me know, I will find a good one for ya. :) kudos

Nice site Rich! I like this:

The 1969 LM1 option is a descendent of the virtually unknown 1967-8 327cu "L30/M20" monster package.

I've driven my L30/M20 ragtop and using the word "monster" to describe the drivetrain would be a bit much IMHO. :D

My 69 LM1 ragtop wasn't very spunky either. It made for a nice cruiser but that's about it. I suppose the performance would have been much better in a lighter coupe.

I did just pickup a 69 L65/M20 in a trade. Very nice rust free original sheet metal car (aside from the SS badging and hood added). Numbers matching, factory AC, console, gauges, etc.


I don't know the difference between the 327/210 and 350/250 as far as cam specs. I would assume that the compression and cam specs would be pretty similar though (maybe somebody in the "know" can break that down for us).

Rich and all; Thanks for you input. My L65 has a Saginaw four speed and ten bolt open rearend with multileafs and power brakes/steering with valve under drivers side and single exhaust and no optional gauges. I've owned the car since 1979 so most everything is original albeit a little rusty here and there. Kurt S at CRG has my numbers although I need to get a picture of the engine stamp pad for him. My brother-in-law parted out his LM1 in 1980 and then had it crushed:(, so I installed his original intake manifold and Rochester 4bbl. I saved the original intake manifold and 2bbl carb and air cleaner for future restoration. I only remember his LM1 having a TH350 with console and 12 bolt rear (don't know if it was posi or not) and multileafs. If you need any more info let me know. Thanks, Greg

John; In your opinion, what was done to increase the horse power from 210/327 to 250/350? Just the increase of 23 cubic inches gave 40 more horses? or was there an increase in compression also? Thanks.
Greg

Sorry, took me a little while to get back to this...

The compression ratio for the 1969 low horsepower 327 & 350 were listed as the same, 9.0:1*. So one would assume the difference is mostly the increased cubic inches. But, the heads were also different on the two engines. The 327 used a slightly smaller combustion chamber (74cc) and smaller 1.72/1.50" valve size. The 250 & 255hp 350's used the #3932441 heads and they had 1.94/1.50" valves with a 76cc chamber.
The intakes are also slightly different with the 327's (and 307) using a #3927183 and the 350's using a #3916313 in both 1969 and 1970.

Hope this helps;
John

* note: 1968 327 210hp is listed as 8.75:1cr.

Thanks John, great info.
Greg

Sure,
Send a pic over, then I might get off my butt and complete the site.

Rich

Rich,

Cool site. I would be glad to send in a picture too. My LM1 is orange with black deluxe interior, M20, 12 bolt, Power front DB, 5 leaves. Bought it in '96 as a driver for $4g's. Still has all its parts except for wheels (now 15" rallys) carburetor, and intake (missing when I bought it). Even has original water pump, distributor, and alternator. Warmed up the motor a little with new cam (during rebuild) to augment the Holley and Performer intake that was on it when I bought it. It runs pretty strong even with the stock heads.

Cool LeadMan!

If you guys send them, I will finish it!

Also, any additional info and or ideas will be greatly appreciated.

Kurt has given me some very valuable info (and set me straight on a few facts :) )

So keep em coming!

Rich

Let me know when you are ready for LM1 numbers. I would send a photo but this Camaro will not be done untill 2008 or later. Have to finsh the other ones first. Love the site. marked as Favorite.