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Corvette
Corvette Performance
Z06 supercharger on a Z51
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<blockquote data-quote="DDHRocks" data-source="post: 124012" data-attributes="member: 3489"><p>Got this off of a post: <a href="http://media.chevrolet.com/media/us/en/chevrolet/home.detail.print.html/content/Pages/news/us/en/2014/Aug/0820-8speed/0820-compact-powerhouse.html" target="_blank">Compact Powerhouse: Inside Corvette Z06’s LT4 Engine</a></p><p></p><p><strong>Fuel system –</strong>The direct injection system features a specific fuel pump and fuel rail assembly consisting of:</p><ul> <li data-xf-list-type="ul">A higher-flow, 2,900-psi (20 MPa) fuel pump. The LT1 pump is rated at 2,175 psi (15 MPa)</li> <li data-xf-list-type="ul">Higher-flow, 25cc/second fuel injectors (LT1 is 20cc/second), with a unique spray cone for optimized combustion under boost</li> <li data-xf-list-type="ul">Higher capacity rail designed for the flow capacity of the new pump and injectors.</li> </ul><p><strong>Cylinder heads / valvetrain – </strong>The LT4 features the same combustion system design as the LT1, but uses Rotocast A356-T6 aluminum cylinder heads, because they’re stronger and handle heat better than conventionally cast aluminum heads. The manufacturing process involves rotating the mold during casting to eliminate porosity and ensure a denser, more accurate component. Additional unique features include:</p><ul> <li data-xf-list-type="ul">Larger, 65.47cc combustion chambers, compared to the LT1’s 59.02cc chambers</li> <li data-xf-list-type="ul">Lightweight 54mm solid titanium intake valves designed for great strength at high rpm and exception heat resistance. The LT1 uses 54mm hollow intake valves</li> <li data-xf-list-type="ul">The 40.4mm sodium-filled exhaust valves are the same as the LT1</li> <li data-xf-list-type="ul">High 10.0:1 compression ratio – for a forced-induction engine – enhances performance and efficiency and is enabled by direct injection</li> <li data-xf-list-type="ul">A camshaft with longer exhaust duration – 189/223 crank angle degrees (intake/exhaust) at 0.050-in. tappet lift vs. 200/207 degrees for the LT1 – holds the valves open longer to process the greater volume of airflow enabled by the supercharger’s boosted air charge</li> <li data-xf-list-type="ul">Stainless steel exhaust manifolds that offer greater structure at higher temperatures.</li> </ul><p><strong>Rotating assembly – </strong>Each component of the rotating assembly is unique to the LT4 to support the cylinder pressures the boosted engine is capable of generating, as well as the unique requirements for a lower compression ratio. Elements include:</p><ul> <li data-xf-list-type="ul">A 1528MV forged steel crankshaft with tungsten balancing inserts, ground pin collars and intermediate pin drills for rods 1-6</li> <li data-xf-list-type="ul">A lightweight, forged 6061 aluminum damper with a T6 anodized hub and an iron inertia ring (the LT1 uses an iron damper)</li> <li data-xf-list-type="ul">Lightweight, high-strength powder-metal steel connecting rod design for reduced reciprocating mass and quicker rev capability. It has the same balance mass as the LT1 rod, but a higher load capability, with features including machined lightening slots and additional lightening features, as well as a “stepped”/wide pin end with a premium bushing</li> <li data-xf-list-type="ul">Forged aluminum pistons with flat top crown that supports the 10.1 compression ratio and internal ribs for strength (similar to the LS9 piston design). A premium ring pack includes a PVD-coated top ring, chrome-coated second compression ring and a nitrided oil control ring – all for exceptional wear resistance and durability under high cylinder pressure. The bottom ring land also features eight oil drains</li> <li data-xf-list-type="ul">Floating piston wrist pins with a durable diamond-like coating for durability and low friction.</li> </ul><p><strong>Oiling system –</strong> Similar to the LT1, the new LT4 uses an engine lubrication system featuring a dual-pressure-control and variable-displacement vane pump. Variable displacement enables the pump to efficiently deliver oil pump flow as demanded. Dual-pressure-control enables operation at a very efficient oil pressure at lower rpm coordinated with the Active Fuel Management and operation at a higher pressure at higher engine speeds, providing a more robust lube system with aggressive engine operation. </p><p></p><p>I'm not about to rip the entire engine apart to replace all of the items to make things identical, but I am curious as to which items would seem prudent.</p></blockquote><p></p>
[QUOTE="DDHRocks, post: 124012, member: 3489"] Got this off of a post: [URL="http://media.chevrolet.com/media/us/en/chevrolet/home.detail.print.html/content/Pages/news/us/en/2014/Aug/0820-8speed/0820-compact-powerhouse.html"]Compact Powerhouse: Inside Corvette Z06’s LT4 Engine[/URL] [B]Fuel system –[/B]The direct injection system features a specific fuel pump and fuel rail assembly consisting of: [LIST] [*]A higher-flow, 2,900-psi (20 MPa) fuel pump. The LT1 pump is rated at 2,175 psi (15 MPa) [*]Higher-flow, 25cc/second fuel injectors (LT1 is 20cc/second), with a unique spray cone for optimized combustion under boost [*]Higher capacity rail designed for the flow capacity of the new pump and injectors. [/LIST] [B]Cylinder heads / valvetrain – [/B]The LT4 features the same combustion system design as the LT1, but uses Rotocast A356-T6 aluminum cylinder heads, because they’re stronger and handle heat better than conventionally cast aluminum heads. The manufacturing process involves rotating the mold during casting to eliminate porosity and ensure a denser, more accurate component. Additional unique features include: [LIST] [*]Larger, 65.47cc combustion chambers, compared to the LT1’s 59.02cc chambers [*]Lightweight 54mm solid titanium intake valves designed for great strength at high rpm and exception heat resistance. The LT1 uses 54mm hollow intake valves [*]The 40.4mm sodium-filled exhaust valves are the same as the LT1 [*]High 10.0:1 compression ratio – for a forced-induction engine – enhances performance and efficiency and is enabled by direct injection [*]A camshaft with longer exhaust duration – 189/223 crank angle degrees (intake/exhaust) at 0.050-in. tappet lift vs. 200/207 degrees for the LT1 – holds the valves open longer to process the greater volume of airflow enabled by the supercharger’s boosted air charge [*]Stainless steel exhaust manifolds that offer greater structure at higher temperatures. [/LIST] [B]Rotating assembly – [/B]Each component of the rotating assembly is unique to the LT4 to support the cylinder pressures the boosted engine is capable of generating, as well as the unique requirements for a lower compression ratio. Elements include: [LIST] [*]A 1528MV forged steel crankshaft with tungsten balancing inserts, ground pin collars and intermediate pin drills for rods 1-6 [*]A lightweight, forged 6061 aluminum damper with a T6 anodized hub and an iron inertia ring (the LT1 uses an iron damper) [*]Lightweight, high-strength powder-metal steel connecting rod design for reduced reciprocating mass and quicker rev capability. It has the same balance mass as the LT1 rod, but a higher load capability, with features including machined lightening slots and additional lightening features, as well as a “stepped”/wide pin end with a premium bushing [*]Forged aluminum pistons with flat top crown that supports the 10.1 compression ratio and internal ribs for strength (similar to the LS9 piston design). A premium ring pack includes a PVD-coated top ring, chrome-coated second compression ring and a nitrided oil control ring – all for exceptional wear resistance and durability under high cylinder pressure. The bottom ring land also features eight oil drains [*]Floating piston wrist pins with a durable diamond-like coating for durability and low friction. [/LIST] [B]Oiling system –[/B] Similar to the LT1, the new LT4 uses an engine lubrication system featuring a dual-pressure-control and variable-displacement vane pump. Variable displacement enables the pump to efficiently deliver oil pump flow as demanded. Dual-pressure-control enables operation at a very efficient oil pressure at lower rpm coordinated with the Active Fuel Management and operation at a higher pressure at higher engine speeds, providing a more robust lube system with aggressive engine operation. I'm not about to rip the entire engine apart to replace all of the items to make things identical, but I am curious as to which items would seem prudent. [/QUOTE]
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Z06 supercharger on a Z51
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