For all of us CORVETTE lovers out there

Status
Not open for further replies.
Joined
Jun 19, 2007
Messages
3,485
Location
Morris County NJ
For Immediate Release: Wednesday, Oct. 24, 2012
All-New 2014 Corvette LT1 V-8 a Technological Powerhouse
�� Advanced technologies including direct injection, active fuel management,
continuously variable valve timing support advanced combustion system
�� Preliminary output of 450 horsepower (335 kW) and 450 lb.-ft. of torque (610 Nm)
�� Helps deliver estimated 0-60 performance in less than four seconds and best-ever
fuel economy in the Corvette
DETROIT – When the all-new 2014 Chevrolet Corvette arrives late next year, it will be powered
by a technologically advanced, racing-proven 6.2L V-8 delivering an estimated 450 horsepower
and helping produce 0-60 times in four seconds flat.
The new Corvette LT1 engine, the first of the Gen 5 family of Small Block engines, combines
several advanced technologies, including direct injection, Active Fuel Management and
continuously variable valve timing to support an advanced combustion system.
“Our objective for the development of the all-new LT1 was to raise the bar for performance car
engines,” said Mary Barra, senior vice president, global product development. “We feel that we
have achieved that by delivering a true technological masterpiece that seamlessly integrates a
suite of advanced technologies that can only be found on a handful of engines in the world.
“What makes this engine truly special is the advanced combustion system that extracts the full
potential of these technologies. The art and science behind that combustion system make the
Corvette LT1 one of the most advanced V-8 engines in the world,” said Barra.
Output, performance, and fuel economy numbers will not be finalized until early next year, but
the new LT1 engine is expected to deliver:
�� The most powerful standard Corvette ever, with preliminary output of 450 horsepower
(335 kW) and 450 lb.-ft. of torque (610 Nm)
�� The quickest standard Corvette ever, with estimated 0-60 performance of four seconds
�� The most fuel-efficient Corvette ever, exceeding the 2013 EPA-estimated 26 miles per
gallon on the highway.
“The Holy Grail for developing a performance car is delivering greater performance and more
power with greater fuel economy and that’s what we’ve achieved,” said Tadge Juechter,
Corvette chief engineer. “By leveraging technology, we are able to get more out of every drop of
gasoline and because of that we expect the new Corvette will be the most fuel-efficient 450
horsepower car on the market.”
Advanced combustion system optimized with 6 million hours of analysis
“The Corvette LT1 represents the most significant redesign in the Small Block’s nearly 60-year
history – building on its legacy to make one of the world’s best engines even better,” said Sam
Winegarden, vice president, Global Powertrain Engineering.
“More than just great horsepower, the LT1 has been optimized to produce a broader power band.
Below 4,000 rpm, the torque of
the Corvette LT1 is comparable to that of the legendary, 7.0L LS7 out of the current Corvette
Z06. The LT1 is a sweetheart of a power plant and drivers will feel its tremendous torque and
power at every notch on the tachometer.”
Increased power and efficiency were made possible by an unprecedented level of analysis,
including computational fluid dynamics, to optimize the combustion system, the direct injection
fuel system, active fuel management and variable valve timing systems that support it. More
than 10 million hours of computational analysis were conducted on the engine program,
including 6 million hours (CPU time) dedicated to the advanced combustion system.
Direct injection is all-new to the engine architecture and is a primary contributor to its greater
combustion efficiency by ensuring a more complete burn of the fuel in the air-fuel mixture. This
is achieved by precisely controlling the mixture motion and fuel injection spray pattern. Direct
injection also keeps the combustion chamber cooler, which allows for a higher compression
ratio. Emissions are also reduced, particularly cold-start hydrocarbon emissions, which are cut
by about 25 percent.
Active Fuel Management (AFM) – a first-ever application on Corvette – helps save fuel by
imperceptibly shutting down half of the engine’s cylinders in light-load driving.
Continuously variable valve timing, which GM pioneered for overhead-valve engines, is refined
to support the LT1 AFM and direct injection systems to further optimize performance, efficiency
and emissions.
These technologies support the all-new, advanced combustion system, which incorporates a
new cylinder-head design and a new, sculpted piston design that is an integral contributor to the
high-compression, mixture motion parameters enabled by direct injection.
The LT1 head features smaller combustion chambers designed to complement the volume of
the unique topography of the pistons’ heads. The smaller chamber size and sculpted pistons
produce an 11.5:1 compression ratio, while the head features large, straight and rectangular
intake ports with a slight twist to enhance mixture motion. This is complemented by a reversal of
the intake and exhaust valve positions, as compared to the previous engine design. Also, the
spark plug angle and depth have been revised to protrude farther into the chamber, placing the
electrode closer to the center of the combustion to support optimal combustion.
The pistons feature unique sculpted topography that was optimized via extensive analysis to
precisely direct the fuel spray for a more complete combustion. The contours of the piston
heads are machined to ensure dimensional accuracy – essential for precise control of mixture
motion and the compression ratio.
Race-proven legacy, state-of-the-art performance
The first Small Block V-8 debuted in the Corvette in 1955. It displaced 4.3L (265 cubic inches)
and was rated at 195 horsepower, drawing air and fuel through a four-barrel carburetor. Five
years later, V-8 power helped Corvette secure its first victory at the 24 Hours of Le Mans.
In 2012, the Small Block-powered Corvette Racing C6.R beat Ferrari, BMW and Porsche to
sweep the drivers’, team, and manufacturer championships in production-based American Le
Mans Series GT class. These championships make Corvette Racing the most successful team in ALMS history,
with a total of 77 class wins, eight drivers’ championships, and nine
manufacturer and team championships since 2001.
“The engine requirements for a production car and a race car are remarkably similar,” said
Jordan Lee, Small Block chief engineer and program manager. “In both cases, you want an
engine that is powerful and efficient, compact and lightweight, and durable. That combination is
what made the original Small Block so successful. Today, the introduction of state-of-the-art
technologies and engineering makes one of the best performance car engines in the world even
better.”
As an example, the new LT1 engine is 40 pounds lighter than a competitor’s twin-turbo 4.4L,
DOHC V-8 with similar output. That weight savings not only improves the Corvette’s power-toweight
ratio, but also contributes to a near-perfect 50/50 weight balance for enhanced steering
response and handling.
The new LT1 is also four inches shorter in overall height than the competitive DOHC V-8. That
also improves handling by lowering the center of gravity while enabling a low hood line –
contributing to the Corvette’s iconic profile, as well as ensuring exceptional driver visibility.
The new LT1 is the third engine in the Corvette’s history to be so-named, with previous versions
introduced in 1970 (Gen 1) and 1992 (Gen 2). All iterations of the LT1 – and all Small Block
engines – have shared a compact design philosophy that fosters greater packaging flexibility in
sleek vehicles such as the Corvette.
“The power and efficiency of the Small Block V-8 are hallmarks of Corvette performance,” said
Lee. “But, the compact size and great power-to-weight are just as important for the overall
driving experience. The all-new LT1 will play a huge role in making the all-new Corvette a worldclass
sports car, in terms of technology, performance, and refinement.”
Engine features and highlights
All-aluminum block and oil pan: The Gen 5 block was developed with math-based tools and
data acquired in GM’s racing programs, providing a light, rigid foundation for an impressively
smooth engine. Its deep-skirt design helps maximize strength and minimize vibration. As with
the Gen 3 and Gen 4 Small Blocks, the bulkheads accommodate six-bolt, cross-bolted mainbearing
caps that limit crank flex and stiffen the engine’s structure. A structural aluminum oil pan
further stiffens the powertrain.
The block features nodular iron main bearing caps, which represent a significant upgrade over
more conventional powdered metal bearing caps. They are stronger and can better absorb
vibrations and other harmonics to help produce smoother, quieter performance.
Compared to the Gen 4 engine, the Gen 5’s cylinder block casting is all-new, but based on the
same basic architecture. It was refined and modified to accommodate the mounting of the
engine-driven direct injection high-pressure fuel pump. It also incorporates new engine mount
attachments, new knock sensor locations, improved sealing and oil-spray piston cooling.
Advanced oiling system, with available dry-sump system: The LT1 oiling system – including
oil-spray piston cooling – was also optimized for improved performance. It is driven by a new,
variable-displacement oil pump that enables more efficient oil delivery, per the engine’s
operating conditions. Its dual-pressure control enables operation at a very efficient oil pressure
at lower rpm coordinated with AFM and delivers higher pressure at higher engine speeds to
provide a more robust lube system for aggressive engine operation.
Standard oil-spray piston cooling sprays the underside of each piston and the surrounding
cylinder wall with an extra layer of cooling oil, via small jets located at the bottom of the
cylinders. For optimal efficiency, the oil jets are used only when they are needed the most: at
start-up, giving the cylinders extra lubrication that reduces noise, and at higher engine speeds,
when the engine load demands, for extra cooling and greater durability.
An available dry-sump oiling system promotes exceptional lubrication system performance
during aggressive driving maneuvers and high cornering loads. It includes two stages: a
pressure stage and a scavenge stage. The pressure stage includes the new, dual-pressurecontrol
and variable-displacement vane pump.
Dexos semi-synthetic motor oil, with a 5W30 specification, helps reduce friction to further
enhance the LT1’s efficiency.
New, tri-lobe camshaft: Compared to the Gen 4 Small Block, the camshaft remains in the
same position relative to the crankshaft and is used with a new rear cam bearing, but it features
an all-new “tri-lobe” designed lobe which exclusively drives the engine-mounted direct injection
high-pressure fuel pump, which powers the direct-injection combustion system. The cam’s
specifications include 14mm/13.3mm (0.551/0.524-inch) intake/exhaust lift, 200/207-crank angle
degrees intake/exhaust duration at 0.050-inch tappet lift and a 116.5-degree cam angle lobe
separation.
New, cam-driven fuel pump: The direct injection system features a very-high-pressure fuel
pump, which delivers up to 15Mpa (150 bar). The high-pressure, engine-driven fuel pump is fed
by a conventional fuel-tank-mounted pump. The direct injection pump is mounted in the “valley”
between cylinder heads – beneath the intake manifold – and is driven by the camshaft at the
rear of the engine. This location ensures any noise generated by the pump is muffled by the
intake manifold and other insulation in the valley.
PCV-integrated rocker covers: One of the most distinctive features of the new engine is its
domed rocker covers, which house the, patent-pending, integrated positive crankcase
ventilation (PCV) system that enhances oil economy and oil life, while reducing oil consumption
and contributing to low emissions. The rocker covers also hold the direct-mount ignition coils for
the coil-near-plug ignition system. Between the individual coil packs, the domed sections of the
covers contain baffles that separate oil and air from the crankcase gases – about three times
the oil/air separation capability of previous engines.
Intake manifold and throttle body assembly: The LT1’s intake manifold features a “runners in
a box” design, wherein individual runners inside the manifold feed a plenum box that allows for
excellent, high-efficiency airflow packaged beneath the car’s low hood line.
Acoustic foam is sandwiched between the outside top of the intake manifold and an additional
acoustic shell to reduce radiated engine noise, as well as fuel pump noise.
The manifold is paired with an electronically controlled throttle, featuring an 87mm bore
diameter and a “contactless” throttle position sensor design that is more durable and enables
greater control. Four-into-one exhaust manifolds: The LT-1 uses a cast version of the “four-into-one” shortheader
exhaust manifold design used on the Gen 4 LS7 engine. The cast header passages
enable consistent exhaust flow into the “wide mouth” collector at the converter.
Cooling system, humidity sensor and more: Additional features and technologies of the Gen
5 Small Block include:
�� A revised cooling system with an offset water pump and thermostat for more efficient
performance
�� Air induction humidity sensor ensures optimal combustion efficiency, regardless of the
surrounding air’s humidity
�� 58X ignition system with individual ignition coil modules and iridium-tip spark plugs
�� All-new “E92” engine controller.
General Motors’ investment in the Gen 5 Small Block will create or retain more than 1,600 jobs
in five North American plants, including Tonawanda, New York, which recently received
upgrades to support its production.
FOR MORE DETAILED INFORMATION AND PHOTOGRAPHY VISIT:
media.gm.com/newcorvetteengine
 
Originally Posted By: LT4 Vette
I wish it had more power.



I wish the car was smaller and lighter. The engine is fine.
 
Quote:
Dexos semi-synthetic motor oil, with a 5W30 specification, helps reduce friction to further
enhance the LT1’s efficiency.

What? No 0w20 with high VI
lol.gif
 
I like Corvettes, always have, but the wife won't let me have one!

I got to say though 450 hp out of a 6.2L kinda pales in comparison to the 444 hp out of the 5.0L in the Boss 302 - and the Boss 302 engine does it without DI. Also the track record of GMs AFM is not all that great and now it is in the Corvette. Hopefully they have fixed the problems with it. I know I would not want it in my sports car. No real good reason to have it in a sports car either.

The DI pump is cam driven inside of the lifter valley. It will be interesting to see how that plays out. Hopefully this next step in the evolution of the LS series will work out well for GM.
 
I think it's cool they keep improving on the same basic setup and they are more than competitive with OHV, natural aspiration and 2 valves per cylinder. I'm really not sure how much longer they can keep selling to a fanbase that must keep getting older and older... but I just looked at the Wikipedia and they still sell over 20,000 a year every year for the last decade so the market isn't getting soft.
 
Originally Posted By: Brenden
Umm why call it the same code (LT1) as what was in the the trans am/camaro?

Also in the Corvette, Camprice, and few other cars I am missing.
 
This is the first GDI engine with OHV that I have ever heard of. I would like to see a cutaway of it.
Sunnyinhollister, the reason the Mustang 5.0 has more hp/l is because 4V cylinder heads typically outperform 2V cylinder heads in most categories.

As for code LT1, it isn't new for GM to recycle famous engine codes. The LS6 for example was a special 454 BBC found in certain Chevelles only. In 2001-2005 a completely different LS6 was used in the Corvette.
 
Originally Posted By: Brenden
Umm why call it the same code (LT1) as what was in the the trans am/camaro?



Probably a heritage thing. The original LT-1 (with a hyphen) originated in the C3 Corvettes 1970-72 era. It was a high reving and powerful small block that made the big blocks virtually unnecessary. Then in 1992, the LT1 (no hyphen) was reintroduced in the CORVETTE (the F-cars came later in 1993). It was paying respects to the original but out did it in everyway. I still have my 1994 LT1 Corvette and love it.

So...bringing back the LT1 in name is probably done for retro reasons.
 
Last edited:
Bring it on! The new 'Vette should be awesomely fast with more power and less weight.

I want to see what this new Corvette REALLY looks like! It's about time for all the speculation to be over with! Less than 3 months!
 
Originally Posted By: user52165
Originally Posted By: LT4 Vette
I wish it had more power.



I wish the car was smaller and lighter. The engine is fine.


Already very lightweight. 3210 pounds for a ZO6, truly exceptional.

I am very impressed by the built in catch cans, meaning the domed baffled separators in the valve covers. Most modern engines would benefit from a design like this.

The important thing to note is the PACKAGING, as the Vette could never fit one of those monstrous Coyote engines under its low hoodline. Not everyone wants yards of cam chains and a larger heavier engine.

And this engine will have far more torque down low and all across the rev range. GM has some serious mojo and will deliver on this one.
 
Last edited:
The Coyote weighs around 440lbs, id be very surprised if the new LT1 weighed any less.



Originally Posted By: SteveSRT8
Originally Posted By: user52165
Originally Posted By: LT4 Vette
I wish it had more power.



I wish the car was smaller and lighter. The engine is fine.


Already very lightweight. 3210 pounds for a ZO6, truly exceptional.

I am very impressed by the built in catch cans, meaning the domed baffled separators in the valve covers. Most modern engines would benefit from a design like this.

The important thing to note is the PACKAGING, as the Vette could never fit one of those monstrous Coyote engines under its low hoodline. Not everyone wants yards of cam chains and a larger heavier engine.

And this engine will have far more torque down low and all across the rev range. GM has some serious mojo and will deliver on this one.
 
" the Vette could never fit one of those monstrous Coyote engines under its low hoodline."

That's an interesting problem for GM, that in order to accomodate OHC I imagine they would have to change the layout enough that it might turn off their current fan base. But at what point are they going to have to start to attract younger buyers? The average age of a 'vette buyer is 60 and getting older. Now I'd assume they are locked into this drivetrain for another 9 years, unless they offer overhead cams with a periscope.

Younger people want technology and aren't really interested in a tire burning long hooded two seater like the F-types. That's why it's so important that this has a considerable performance advantage over other cars with layouts that younger buyers would find more attractive (like an sti, mustang... etc with performance combined four seats and driveability year round). It seems like GM is doing a decent job in the performance area which is critical as the 'vette doesn't do much else.




http://www.gminsidenews.com/forums/f39/corvette-wants-age-gracefully-103087/
 
This platform might be around for a decade, it had better outperform at it's introduction. That's the case for any vehicle.

I don't think performance of the new engine is a problem. I think it's the fact that affluent younger buyers might consider a Tesla or GTR to be more technologically advanced, and therefore more desirable, regardless of performance. I'm sure GM isn't blind to this, and it will be interesting in how they balance having basic controls for their current fanbase but high enough technology to lure younger buyers.
 
Last edited:
Originally Posted By: GMBoy
Originally Posted By: Brenden
Umm why call it the same code (LT1) as what was in the the trans am/camaro?



Probably a heritage thing. The original LT-1 (with a hyphen) originated in the C3 Corvettes 1970-72 era. It was a high reving and powerful small block that made the big blocks virtually unnecessary.


Also as an option in some (rarer) 2nd gen, Z28 f bodies.
wink.gif
 
Originally Posted By: bepperb
" the Vette could never fit one of those monstrous Coyote engines under its low hoodline."

That's an interesting problem for GM, that in order to accomodate OHC I imagine they would have to change the layout enough that it might turn off their current fan base. But at what point are they going to have to start to attract younger buyers? The average age of a 'vette buyer is 60 and getting older. Now I'd assume they are locked into this drivetrain for another 9 years, unless they offer overhead cams with a periscope.

Younger people want technology and aren't really interested in a tire burning long hooded two seater like the F-types. That's why it's so important that this has a considerable performance advantage over other cars with layouts that younger buyers would find more attractive (like an sti, mustang... etc with performance combined four seats and driveability year round). It seems like GM is doing a decent job in the performance area which is critical as the 'vette doesn't do much else.



Maybe once all of us late '60s big block torque loving 'boomers' are dead and gone, GM will build that DOHC/4+ valve per cylinder, mid engined (to fit the former with NO problems), AWD ride that all of the gamer/ricer generation desires and needs so badly.
The problem is that most of them are sooooo brainwashed into ONLY buying foreign nameplates anyway (JDM, YO!!), so why bother?
21.gif


The irony is that one of the 'fathers' of the car, Zora Arkus Dontov, actually wanted to build a mid-engined design quite a while back.
smile.gif
 
Status
Not open for further replies.
Back
Top