11. And, like every Vette engine, the camshaft design remains critical. Vengeance Racing supplied this boost-specific camshaft to Redline, which was cut to maximize performance while optimizing valve timing. We’re not at liberty to divulge much more than that … sorry!
12. With all of the main pieces in place, it was time to start assembling the Redline 416 LT1. With the polymer coated main bearings installed and properly lubricated, the Callies 4.000-inch stroker crankshaft can be dropped into place, which is held to the block by five upgraded nodular iron six-bolt main caps.
13. Next, the 6.125-inch connecting rods and 4.070-inch pistons can be assembled and dropped into place. You’ll find that this is easiest to do with the connecting rod caps removed, which you should do prior to installing the piston and pin into the small end of the connecting rod.
14. The 4.070-inch direct injection specific Wiseco piston is a beautiful piece of machining, but the real beauty lies in the design. Engineered for the LT1 engine, the Wiseco piston features a unique injection “fuel bowl,” a thick 0.420-inch deck, a -18.5cc dome volume, and angled 2.230- and 1.750-inch valve pockets.
15. The underside of each Wiseco piston has been notched to make room for the included oil piston squirters, which come standard on the new LT1 engine. These oil squirters cool the piston under normal and extreme driving conditions, which helps decrease the likelihood of pre-detonation, knock, and excessive heat.
16. With the pistons, rods, and crankshaft in place, Howard turned his attention to the camshaft, which slides in place just like in any traditional small-block build. Note the new triangular lobe found on the back of the camshaft, which drives the mechanical fuel pump that feeds the high-pressure injectors. This is one area where the aftermarket is already experimenting by designing different fuel pump lobes to help increase fuel supply.
17. A close-up of the rear fuel pump lobe, along with a look at the high-pressure pump itself, reveals how the system works. A hydraulic roller lifter rides along the lobe, which in turn powers the mechanical fuel pump.
18. Fuel, which is delivered by a traditional electric fuel pump, is then pressurized to upwards of 2,175 psi before being sent to the high-pressure injectors.
19. The front end of the camshaft also contains some high-end technology thanks to the oil pressure controlled variable valve timing (VVT) camshaft-phasing mechanism. This mechanical phaser allows up to 62 degrees of camshaft phasing throughout the rpm range, although Redline restricts phasing control to just 20 degrees with larger camshafts like the one featured in this build.
20. Speaking of oil (kind of…), check out the massive crank driven, variable-displacement, dual-pressure oil pump, which continuously adjusts oil flow to maintain proper oil pressure at the bearings. Don’t mess with it, just put it back in place.
21. Oh, and bad news for you “cam only” warriors out there. You can’t simply drop a new camshaft in the LT1 without removing the oil pump, which now means you also have to drop the oil pan. That’s lame, since that requires dropping the subframe in the C7, practically doubling the installation time of a new bumpstick.
22. And once you’ve got the oil pan and front cover off, there is no longer a nice metal-impregnated gasket to slide between them and the block. It’s old-school Ultra Grey sealent time, as the Gen 5 LT1 features no oil pan or front/rear cover gaskets. Yeah, go figure.
23. That said, the cylinder head gaskets are still just as nice as ever, and they feature the same multi-layer steal (MLS) design that’s been used on the Gen 4 engines for years. These new LT1 units are ready to accept 12mm head bolts right out of the box, which is another nice touch for builders looking to add some boost to a build.
24. Topping off the 416 is a fresh set of LT1 cylinder heads, which Howard and the crew at Redline didn’t upgrade much, except for a new set of dual valvesprings to match the upgraded camshaft. The intake drops on next, and you’ve practically built a new engine. The only thing left to do is to drop it in the car and make some noise!
25. Back in the car, and with a centrifugal supercharger attached, the C7 Stingray hit the chassis dyno at Redline Motorsports. Given that a stock C7 baselines at just a tick over 400 hp (and torque) to the wheels, these numbers of 870 horsepower and 794 lb-ft of twist (on 13 psi of boost) shows that displacement and boost are like the peanut butter and jelly of the performance world.