Getting To Know The LT1 - Part 1

We take a look inside the C7’s all-new engine, with help from the people who know it best

Christopher R. Phillip Apr 12, 2013 0 Comment(s)

Crankshaft and Main Bearings
Forged from 1538MV steel, this new crankshaft features a 3.62-inch stroke, induction-hardened journals, and intermediate pin drills. The LT1's main rod bearings are polymer coated for increased fatigue strength and robustness over the already durable and proven Gen IV aluminum bimetal bearings.

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Design Responsible Engineer: Paul Gelazin/ LT1 Rotating Cranktrain
His insider's perspective: "The LT1 crank is based on the high-performance LSA/Camaro ZL1 engine-crankshaft design for improved strength and durability."

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Connecting Rod and Rod Bearings
Constructed from forged, high-strength powdered metal, the LT1 rods carry over the 6.125-inch length of their Gen IV predecessors. They use the best design elements of the 6.2L LSA rod utilized in the Camaro ZL1, including a wider rod design, tapered pin, and higher-strength bushing. Like the LT1's main bearings, they're also polymer coated.

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Design Responsible Engineer: Tom Halka/LT1 Piston, Ring, and Rod System
His insider's perspective: "The LT1 connecting rod's lightening features reduce overall mass by 7 grams each compared with the already lightweight LS3 rods."

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Piston-Head Assembly
The LT1 piston head is a first-for-Chevy design, thanks in part to its "pop up" top, direct-injection fuel bowl, and risers to direct the fuel spray for more-complete combustion. Other features include a high-strength body, a valve relief for cam phasing, a skirt notch for the piston-cooling oil jet, an LS3-style ring pack, and cast-and-drilled oil drains. As with the Gen IV unit, it is constructed from eutectic aluminum alloy. The configuration of the piston head is crucial in supporting direct-injection combustion. Smaller combustion chambers (which we'll show you in Part 2) complement the dish volume of the pistons' heads.

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Design Responsible Engineer: Tom Halka/LT1 Piston, Ring, and Rod System
His insider's perspective: "Piston-crown design is an important feature that plays a big part of the significantly improved combustion system. The complete design of the piston system is central to the performance of the LT1's combustion system; high, 11.5:1 compression ratio; and high power output."

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Wet-Sump Oil Pump
This new pump features dual-pressure capability, which produces efficient pressure at low rpm and higher pressure at high rpm for aggressive engine operation.

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Design Responsible Engineer: Jodie Velzy/LT1 Lube and Vent System
Her insider's perspective: "The LT1 wet-sump oil pump can vary real-time output by monitoring main-bearing oil pressure to deliver adequate lubrication to the engine at the maximum efficiency."

Wet-Sump Oil Pan and Windage Tray
The LT1's cast-metal, six-quart oil pan and redesigned windage-tray system are the result of thousands of hours of computational analysis and grueling torture tests on GM's in-house test jig. The pan features a new oil-scraper design, which enhances performance and efficiency by improving oil-flow control and bay-to-bay crankcase breathing. The windage tray is mounted on the bottom of the engine, between the main bearing caps and oil pan.

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Design Responsible Engineer: Jodie Velzy/LT1 Lube and Vent System
Her insider's perspective: "Dozens of iterations of the wet-sump oiling system were evaluated before this one was selected. The goal was to ensure optimal performance during the high loads experienced on a racetrack. The LT1 wet-sump pan uses patented design features and highly developed baffles to prevent oil starvation by maintaining oil around the pickup tube during high-g maneuvers."

Water Pump
The LT1's water pump is made of sand-cast aluminum to minimize weight.

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Design Responsible Engineer: Michael Poisson/ LT1 Cooling and Thermal
His insider's perspective: "It's capable of delivering 66 gallons per minute to the radiator while still providing the necessary coolant flow to the oil cooler and heater core."

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