Other LT4 builds

’71 C10 Firetruck

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For the complete story click here

Nice clean installation

This is the latest version of the LT4, you can tell by the taller intercooler/supercharger top which is thicker and is straight across. The earlier version was thinner up front and kicked up slightly in the rear. After the first version came out there were issues with overheating on tracked Z06 cars that went into limp mode. To solve this issue GM designed larger intercooler bricks that necessitated a thicker cover for the supercharger.

Other Gen V swaps

Gen V LT5

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Latest pictures from 2018 SEMA of the 1973 Laguna featuring the new 750hp LT5.  Even though this version looks to be a couple inches taller than the LT4, they still got it in.  With superchargers these are very tall engines and present a problem trying to retro-fit them into 60’s Muscle cars.  It appears that GM has learned from the overheating issues the very first LT4’s had and have incorporated substantially more cooling capability.  The internal supercharger intercoolers are at the very top of the engine on both sides right under the lettering that says “Corvette LT5.”  You can see two complete sets of intercooler lines coming in and out of the top of the engine, the LT4 only has one set. The ZR1 Corvette, which uses this engine has 13 total intercoolers. More on the car here:


The LT5 features a specific, larger-capacity Eaton R2650 supercharger than the LT4 and has unique rotor profiles and larger heat exchangers within the intercooling system for approximately double the cooling capacity. This larger-displacement supercharger also expands the engine’s power band, which in turn enhances low-rpm power response and sustains horsepower through the upper rpm range. The engine also utilizes a unique 95mm throttle body and electronic bypass control for greater boost pressure control and torque management among other engine upgrades.


A dual fuel system features a primary direct injection system and a supplemental port-injection system for higher engine loads. Dual engine controllers are also utilized, one for each injection system.

Other Gen V swaps

Harry’s 8 speed tap shifter for Gen V LT1

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Tap switch hookup:
The directions from GM include a drawing with the appropriate resistor values to make the tap switch function.  They are correct as mine works perfectly.  I had a large box of resistors and was able to come up with almost the exact values that GM asked for,  I used 1/4 watt.  GM’s drawing uses two single pole, single throw switches.  I made up a diagram using one mini switch which is a DPDT (double pole, double throw).  It is momentary and is a center off switch.  It cost a couple of bucks on eBay.  I mounted it on my dash where I can reach it easily.  I simply reach up and tap the switch lever up or down, it’s small and hardly noticeable.  
My tap switch wire was in the harness near the bulkhead connector.  It was labeled as “tap switch”.   I just added more wire and ran it inside the car and under the dash.



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’64 Chevelle LS3 upgrade

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After building the car in 2015 I decided to swap out the cam, upgrade the rockers, valve springs and lifters from Comp Cams.  In Reno last year I saw the new “Sheet Metal Fabricated Intakes” and decided they would look pretty good.  This is the low rise model and uses the 92 mm opening instead of the 102mm.  The Holley engineers explained that it doesn’t matter what size the opening is if you use the stock 90 MM throttle body.

The serpentine system is from CVF racing.


This is what it used to look like: