CHEVROLET LT1 Wet Sump Crate Engine Instruction Manual
- June 9, 2024
- Chevrolet
Table of Contents
LT1 Wet Sump Crate Engine
Instruction Manual LT1 Crate Engine – Wet Sump
I Sheet P/N 19431954
LT1 Wet Sump Crate Engine
Thank you for choosing Chevrolet Performance Parts as your high performance
source. Chevrolet Performance Parts is committed to providing proven,
innovative performance technology that is truly…. more than just power.
Chevrolet Performance Parts are engineered, developed and tested to exceed
your expectations for fit and function. Please refer to our catalog for the
Chevrolet Performance Parts Authorized Center nearest you or visit our website
at www.chevroletperformance.com. This
publication provides general information on components and procedures which
may be useful when installing or servicing your crate engine. Please read this
entire publication before starting work.
This crate engine is assembled using brand new, premium quality components. It
is based off of the Chevrolet Generation V LT1 Series architecture and utilize
such modern technologies as individual ignition coil per cylinder and direct
fuel injection. Due to the wide range of small block applications, if you are
retrofitting a previous small block application, you may encounter
installation differences between your crate engine assembly and the previous
version. These differences may require modifications or additional components
not included with the engine, including cooling, fuel, electrical, and exhaust
systems. Some fabrication work may be required.
The LT1 crate engine requires an engine control system which is available from
your Chevrolet Performance Parts dealer. Check with your dealer or on
www.chevroletperformance.com for the
control system packages that are currently available. It is not the intent of
these specifications to replace the comprehensive and detailed service
practices explained in the Chevrolet service manuals. For information about
warranty coverage, please contact your local Chevrolet Performance Parts
dealer.
Observe all safety precautions and warnings in the service manuals when
installing a crate engine in any vehicle. Wear eye protection and appropriate
protective clothing. When working under or around the vehicle support it
securely with jack stands. Use only the proper tools. Exercise extreme caution
when working with flammable, corrosive, and hazardous liquids and materials.
Some procedures require special equipment and skills. If you do not have the
appropriate training, expertise, and tools to perform any part of this
conversion safely, this work should be done by a professional. This
publication is intended to provide information about this crate engine and
related components. This manual also describes procedures and modifications
that may be useful during the installation of an LT1 crate engine system. It
is not intended to replace the comprehensive service manuals and parts
catalogs which cover Chevrolet Performance engines and components.
Rather, it is designed to provide supplemental information in areas of
interest to “do-it-yourself” enthusiasts and mechanics. This publication
pertains to engines and vehicles which are used off the public highways except
where specifically noted otherwise.
Legal and Emissions Information
Federal law restricts the removal of any part of a federally required emission
control system on motor vehicles. Further, many states have enacted laws which
prohibit tampering with or modifying any required emission or noise control
system. Vehicles which are not operated on public highways are generally
exempt from most regulations, as are some special interest and pre-emission
vehicles. The reader is strongly urged to check all applicable local and state
laws. Many of the parts described or listed in this manual are merchandised
for off-highway application only, and are tagged with the “Special Parts
Notice” reproduced here:
Special Parts Notice
This part has been specifically designed for Off-Highway application only.
Since the installation of this part may either impair your vehicle’s emission
control performance or be uncertified under current Motor Vehicle Safety
Standards, it should not be installed in a vehicle used on any street or
highway. Additionally, any such application could adversely affect the
warranty coverage of such an on-street or highway vehicle.
Kit parts list
Description | Quantity |
---|---|
PRODUCTION LT1 ENGINE | 1 |
CAP-OIL FILL | 1 |
TUBE, OIL FIL | 1 |
HOSE ASM-ENG OIL CLR COOL | 1 |
BOLT/SCREW, OIL CLR COOL HOSE | 1 |
INSTRUCTION SHEETS | 1 |
INSTALLATION INSTRUCTIONS:
MODEL YEAR 2022 AND NEWER ENGINES REQUIRE THE USE OF THE CORRECT CHEVROLET PERFORMANCE ENGINE CONTROLLER KITS WHICH ARE DESIGNED TO WORK WITH MODEL YEAR 2022 ENGINES AND NEWER. MODEL YEAR 2022 LT1 ENGINES USE A NEWER STYLE CAM PHASER AND REQUIRE A UNIQUE CALIBRATION. PLEASE CHECK WITH YOUR CHEVROLET PERFORMANCE DEALER TO ENSURE THE CORRECT CHEVROLET PERFORMANCE ENGINE CONTROLLER KIT IS USED FOR THIS ENGINE.
Engine installation
This crate engine is assembled using brand new, premium quality components. It
is based off the Chevrolet Generation V LT1 Series architecture from a 2022
Chevrolet Camaro and utilize such modern technologies as individual ignition
coil per cylinder and direct fuel injection. Due to the wide range of small
block applications, if you are retrofitting a previous small block
application, you may encounter installation differences between your crate
engine assembly and the previous version. These differences may require
modifications or additional components not included with the engine, including
cooling, fuel, electrical, and exhaust systems. Some fabrication work may be
required.
Oil Fill Cap and Tube
This kit is supplied with the engine oil fill tube and cap.
Cylinder Deactivation – Not Used With Chevrolet Performance Engine Control Kit
This engine is used in the Generation 6 Camaro. In production, to provide
maximum fuel economy under light load driving conditions, the engine control
module (ECM) will command the cylinder deactivation system on to deactivate
engine cylinders 1, 7, 6, and 4, switching to a V4 mode. The engine will
operate on 8 cylinders, or V8 mode, during engine starting, engine idling, and
medium to heavy throttle applications. This system requires many inputs
(weight of vehicle, tire size, final drive ratio, etc.) to work properly.
These parameters are unknown when selling the Chevrolet Performance engine
controller kit. Due to these unknown parameters as well as the need to tune
the motor mounts and exhaust system for operation in both V8 and V4 modes. The
Chevrolet Performance engine control kit disables this feature. The engine has
not been changed, so cylinder deactivation hardware is still
present.
Ignition System
The Gen-V has an advanced 58X crankshaft position encoder to ensure that
ignition timing is accurate throughout its operating range. The 58X crankshaft
ring and sensor provide more immediate, accurate information on the
crankshaft’s position during rotation. This allows the ECM to adjust ignition
timing with greater precision, which optimizes performance and economy. Engine
starting is also more consistent in all operating conditions. In conjunction
with 58X crankshaft timing, the Gen-V applies the latest digital cam-timing
technology. The cam sensor is located in the front engine cover, and it reads
a 4X sensor target on the camshaft phaser rotor which is attached to the front
end of the camshaft. The target ring has four equally spaced segments that
communicate the camshaft’s position more quickly and accurately than previous
systems with a single segment. The dual 58X/4X measurement ensures extremely
accurate timing for the life of the engine. Moreover, it provides an effective
backup system in the event one sensor fails. Air Induction Humidity Sensor:
This new feature ensures optimal combustion efficiency, regardless of the
surrounding air’s humidity. Coil-on-Plug Ignition: The Gen-V’s individual
coil-near-plug ignition features advanced coils that are compact and mounted
on the rocker covers, although they are positioned differently than on Gen-IV
engine. An individual coil for
each spark plug delivers maximum voltage and consistent spark density, with no
variation between cylinders. Iridium-Tip Spark Plugs: The spark plugs have an
iridium electrode tip and an iridium core in the conductor, offering higher
internal resistance while maintaining optimal spark density over its useful
life. The electrode design improves combustion efficiency.
Fuel System
Low Pressure (Fuel Tank to Engine)
A fuel flow rate of 45 G/H (Gallons per hour) at 72 psi (500 kPa) is
recommended for optimum performance. Because this is a dead headed system, a
pressure relief set at 84 psi (580 KPa) must be included in the fuel line
between the tank pump and engine mounted high pressure pump. It is not
recommended to use a low pressure fuel system that is not controlled by the
FPPM (Fuel Pump Power Module). A pump with excessive capacity may result in
cavitation at low flow due to the pump repeatedly stopping and starting
instead of controlling to a speed/pressure. If a FPPM is not used, diagnostic
codes will be set in the ECM (the MIL light may not be illuminated). Excessive
fuel heating and potential startability/drivability issues may result from a
pump operating at constant high pressure. A fuel pressure relief set to 84 psi
(580 kPa) should be installed in between the low pressure supply fuel pump and
the engine mounted high pressure fuel pump. A pump with excessive capacity may
result in cavitation at low flow due to the pump repeatedly stopping and
starting instead of controlling to a speed/pressure. Alternatively, a fuel
system operating at a fixed 72 psi (500 kPa) could be used and fuel
pump relay may be triggered by the Green/Gray wire in cavity 2 of the Fuel
Pump Power Module (FFPM) connector. The Green/Gray wire is a 12 volt positive
side control for a fuel pump relay. Do not use or install the Fuel Pump Power
Module if using this alternate method. Diagnostic codes will be set in the ECM
if the FPPM is not used, but will not illuminate the MIL (malfunction
indicator light). Note that excessive fuel heating and potential
startability/driveability issues may result for a constant high pressure.
High
Pressure (On Engine)
The high fuel pressure necessary for direct injection is supplied by the high
pressure fuel pump. The high pressure fuel pump is mounted on the rear of the
engine under the intake manifold and is driven by a three-lobe cam on the
camshaft. This high pressure fuel pump also regulates the fuel pressure using
an actuator in the form of an internal solenoidcontrolled valve that is
controlled by the ECM.
Positive Crankcase Ventilation (PCV) System
A closed crankcase ventilation system is used in order to provide a more
complete scavenging of the crankcase vapors. Fresh air from the air filtration
system (air cleaner) is supplied to the crankcase, mixed with blow-by gases,
and then passed through a crankcase ventilation valve into the intake
manifold. There are two ports, one each per valve cover that need to be
connected to the engine oil separator canister located on the right front of
the engine. Then the third tube need to be routed to the air filtration system
(air cleaner). This connection needs to be between the Mass Air Flow meter
(MAF) and the engine throttle body. The air for PCV needs to be measured by
the MAF, in order for proper engine operation. See below image for proper
installation. Reference 2022 Camaro LT1 for current part numbers.
Variable Camshaft Timing
This engine has the ability to vary the camshaft position versus the piston
position. If you chose to use the Chevrolet Performance engine controller kit,
then it will vary camshaft timing to improve emission and fuel economy, while
still producing great power. At idle, for example, the cam is at the full
advanced position, allowing exceptionally smooth idling. Under other
conditions, the phaser adjusts to deliver optimal valve timing for
performance, drivability and fuel economy. At high rpm it may retard timing to
maximize airflow through the engine and increase horsepower. At low rpm it can
advance timing to increase torque. Under a light loads, it can retard timing
at all engine speeds to improve fuel economy. A vane-type phaser is installed
on the front of the camshaft to change its angular orientation relative to the
sprocket, thereby adjusting the timing of valve operation on the fly. It is a
dual-equal cam phasing system that adjusts camshaft timing at the same rate
for both intake and exhaust valves. The system allows linear delivery of
torque, with near-peak levels over a broad rpm range, and high specific output
(horsepower per liter of displacement) without sacrificing overall engine
response, or drivability. It also provides another effective tool for
controlling exhaust emissions.
Engine Oil Pump System
Engine lubrication is supplied by a variable displacement two-stage vane-type
oil pump assembly. An oil control solenoid valve, controlled by the ECM,
mounted to the oil pump provides two stage functionality. The oil pump is
mounted on the front of the engine block and driven directly by the crankshaft
sprocket. The pump rotor and vanes rotate and draw oil from the oil pan sump
through a pick-up screen and pipe. The oil is pressurized as it passes through
the pump and is sent through the engine block oil galleries. The variable
pressure/flow oil pump must be controlled by the ECM in order to maintain
proper lubrication and minimize excessive oil delivery to the cylinder heads
and PCV system. There are several devices on the LT1 that use oil pressure to
maintain proper functionality. The ECM controls engine oil pressure and flow
for oil spray piston cooling, variable valve timing, cylinder deactivation
along with crankshaft and camshaft bearing cooling. The default mode for the
oil pump is high flow and high pressure. This can lead to excessive oil
consumption thru the PCV system.
The LT1
Gen-V engine feature oil-spray piston cooling, in which eight oil-spraying
jets in the engine block drench the underside of each piston and the
surrounding cylinder
wall with an extra layer of cooling, friction-reducing oil. The oil spray
reduces piston temperature, promoting extreme output and long-term durability.
The extra layer of oil on the cylinder walls and wristpin also dampens noise
originating from the pistons.
Powertrain Cooling
Coolant Type
40/60 coolant/water mixture of clean, drinkable water and use only DEX-COOL®
Coolant.
Engine Cooling System
A surge tank is recommended for removing air from the engine coolant, but as
long as the radiator or surge tank is the highest point in the system, then
air will be evacuated from the coolant. The highest point, meaning that either
the radiator or the surge tank have a portion higher than the top of the
cylinder heads. If they are not, then air can be trapped within the cylinder
heads and cause portions of the cylinder heads to overheat, which will be
detrimental to engine performance and longevity. Coolant is drawn from
the radiator outlet and into the water pump inlet by the water pump. Some
coolant will then be pumped from the water pump, to the heater core, then back
to the water pump. This provides the passenger compartment with heat and
defrost.
Caution: Never block off the heater ports at the coolant pump. If no heater
is desired, loop the inlet port to the outlet port at the coolant pump. If
blocked, the system will not operate properly and overheating of the engine
will occur.
Coolant is also pumped through the water pump outlet and into the engine
block. In the engine block, the coolant circulates through the water jackets
surrounding the cylinders where it absorbs heat. The coolant is then forced
through the cylinder head gasket openings and into the cylinder heads. In the
cylinder heads, the coolant flows through the water jackets surrounding the
combustion chambers and valve seats, where it absorbs additional heat. From
the cylinder heads, the coolant is then forced to the thermostat. The flow of
coolant will either be stopped at the thermostat until the engine is warmed,
or it will flow through the thermostat and into the radiator where it is
cooled and the coolant cycle is completed. The cylinder head air bleed needs
to be routed to the highest point in the cooling system. This will assist in
removing air from the cylinder heads.
Engine Oil Cooling
The engine as delivered comes with a liquid to liquid engine oil cooler.
Engine oil is pumped thru the cooler and engine coolant is pumped thru the
cooler, to transfer the engine oil heat into the engine coolant. The engine
coolant should route to the lower portion of the radiator, or inlet hose of
the coolant pump. Heat is then removed by the engine radiator. Reference the
2022 Camaro LT1 for additional parts.
Evaporative Emissions Valve
The evaporative emissions system can be used with the Chevrolet Performance
engine control kit, but is not required for proper engine operation. This port
must be either plugged or connected to a vapor canister.
Pilot Bearing (if using a manual transmission)
You must install a pilot bearing in the rear of the crankshaft, if the engine
will be used with a manual transmission. The pilot bearing aligns the
transmission input shaft with the crankshaft centerline. A worn or misaligned
pilot bearing can cause shifting problems and rapid clutch wear. There are two
different Chevrolet pilot bearings for the LT1. 14061685 is for a long input
shaft transmission and 12557583 is for a short input shaft transmission.
Verify fit prior to installing the transmission or damage will occur.
Brake vacuum port
The rear plug can be removed to connect a vacuum hose for vacuum accessories.
Reference the 2022 Camaro LT1 for additional parts.
Starter Motor
A starter motor is not provided with the engine. The following parts are
designed for the LT1 starting system and may assist with your installation.
Please reference a 2022 Camaro with a LT1 engine for current part numbers.
Front
Accessory Drive Kit
Front accessory drive kit can be purchased thru your Chevrolet Performance
Dealer. Please refer to the Chevrolet Performance Parts catalog.
Valve cover noise insulators
Valve cover insulators can be purchase for your installation. Please refer to
a 2022 Chevrolet Camaro for correct part numbers.
Lower exhaust manifold heat shields
Lower exhaust heat shields can be purchase for your installation. Please refer
to a 2022 Chevrolet Camaro for correct part numbers.
Start-up and Break-in Procedures
Use only Mobil 1 ESP Formula 0W-40 engine oil.
Safety first, if the vehicle is on the ground, be sure the park brake is set,
the wheels are chocked and the car cannot fall into gear. Verify everything is
installed properly and nothing was missed.
IMPORTANT: This engine assembly needs to be filled with oil. After
installing the engine, ensure the crankcase has been filled with the
appropriate motor oil to the recommended oil fill level on the dipstick. Also
check and fill as required any other necessary fluids such as coolant, power
steering fluid, etc.
-
The engine should be primed with oil before starting. The use of Kent-Moore engine preluber kit J45299 is the preferred process for priming.
a. Remove the engine oil filter and fill with clean engine oil.
b. Install the oil filter and tighten.
c. Locate and remove the engine block left front oil gallery plug
d. Install the flexible hose to the adapter and open the valve.
e. Pump the handle on the J45299 preluber in order to flow a minimum of 1-1.9 liters (1-2 quarts) engine oil. Observe the flow of engine oil through the flexible hose and into the engine assembly. The engine will be primed after a small amount of pressure change is seen on the in car oil pressure gauge while pumping J45299
f. Close the valve and remove the flexible hose and adapter from the engine.
g. Apply approved thread sealer and Install the oil gallery plug to the engine and tighten to 60 N•m (44 lb ft). Top-off the engine oil to the proper level.
-
In the absence of a preluber kit, the following process can be used. Disconnect the fuel and disconnect the ignition control system (removing power from the ignition control module is generally recommended, but check your ignition control system information for additional details).
Note: Removal of the spark plugs will allow the engine to spin faster and build oil pressure faster. -
Once the ignition control system has been disconnected, crank the engine using the starter for 10 seconds and check for oil pressure. If no pressure is indicated, wait 30 seconds and crank again for 10 seconds.
-
Repeat this process until oil pressure is indicated on the gauge.
-
Reconnect the ignition control system. Start the engine and listen for any unusual noises. If no unusual noises are noted, run the engine at approximately 1000 RPM until normal operating temperature is reached.
-
When possible, you should always allow the engine to warm up prior to driving. It is a good practice to allow the oil sump and water temperature to reach 180°F before towing heavy loads or performing hard acceleration runs.
-
The engine should be driven at varying loads and conditions for the first 30 miles or one hour without wide open throttle (WOT) or sustained high RPM accelerations.
-
Run five or six medium throttle (50%) accelerations to about 4000 RPM and back to idle (0% throttle) in gear.
-
Run two or three hard throttle (WOT 100%) accelerations to about 4000 RPM and back to idle (0% throttle) in gear.
-
Change the oil and filter. Replace the oil per the specification in step 1, and replace the filter with a new PF64 AC Delco oil filter. Inspect the oil and the oil filter
for any foreign particles to ensure that the engine is functioning properly. -
Drive the next 500 miles (12 to 15 engine hours) under normal conditions. Do not run the engine at its maximum rated engine speed. Also, do not expose the
engine to extended periods of high load. -
Change the oil and filter. Again, inspect the oil and oil filter for any foreign particles to ensure that the engine is functioning properly.
LT1 Engine Specifications
Type | Gen V Small Block V8 |
---|---|
Displacement | 376 cubic inches (6.2 liters) |
Bore x Stroke | 4.065” (103.25 mm) X 3.622” (92 mm) |
Compression | 11.5:1 |
Block | Cast aluminum, six bolt cross-bolted main caps |
Cylinder Head | Cast aluminum rectangle port |
Valve Diameter (Intake/Exhaust) | 2.13”/1.59” (54mm/40.4mm) |
Chamber Volume | 59cc |
Crankshaft | Forged steel, internally balanced |
Connecting Rods | Forged powdered metal |
Pistons | Hypereutectic aluminum |
Camshaft | Hydraulic roller tappet |
Lift | 0.551” intake, 0.524” exhaust |
Duration | 200° intake, 207° exhaust @.050” tappet lift |
Centerline | 116.5° LSA |
Rocker Arm Ratio | 1.81-1 |
Oil Capacity with filter | 10.0 quarts (9.5 liters) |
Oil Pressure (Minimum, with hot oil) | 6 psig @ 1000 RPM |
18 psig @ 2000 RPM | |
24 psig @ 4000 RPM | |
Recommended Oil | Mobil 1 ESP Formula 0W-40 |
Oil Filter | AC Delco part # PF64 |
Fuel | Premium unleaded-92 (R+M/2) |
Maximum Engine Speed | 6600 RPM |
Spark Plugs | Chevrolet 12622441 or AC Delco # 41-114 |
Spark Plug Gap | 0.037–0.043” (0.95–1.10 mm) |
Firing Order | 1-8-7-2-6-5-4-3 |
Information may vary with application. All specifications listed are based on
the latest production information available at the time of printing.
LT1 Wet Sump Crate Engine Instructions
Documents / Resources
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CHEVROLET LT1 Wet Sump Crate
Engine
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