Category: Other Gen V swaps

LT4 Supercharged Wrangler

The Jeep guys tell us how they like the Supercharged LT4. Different application, but you get the same results, massive instant horsepower with a docile idle. Gen V with VVT and direct injection make all the difference. Unless you get a ride in one of these conversions you don’t know what you’re missing.

Speartech ’69 C10 with LT5

click on the photo for the link to Speartech’s page

“Our Gen 5 harnesses and control systems are designed to be used with the factory Gen 6 Camaro ZL1 fuel pump and in-line fuel pressure sensor which is available from your local Chevy dealer or from Rick’s Tanks who makes fuel tanks ready to go with the pump for various popular swap vehicles. If you don’t want to use the factory fuel pump and in-line pressure sensor, we can set the harness up for use with a regular high-flow fuel pump to be used in conjunction with a vacuum referenced fuel pressure regulator, just let us know.

The Gen 5 LT1 is GMs latest small block set to replace the LSX series of engines which have been around since 1997. With direct injection and VVT, it’s a whole new design and we have stayed ahead of the curve by developing a harness package for this new engine. You have all of the familiarity of our 24x and 58x hook-up design for the all new GM Gen 5 V8!”

Gen V LT5

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.

Harry’s 8 speed tap shifter for Gen V LT1

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
Bay.  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. (ed. note: Harry’s is using the GM connect and cruise package)


 

Harry turns 77 and shows us how it’s done – LT1/8 speed Connect n’ Cruise

Harry got a hold of me about 8 months ago because he found my installation guide on this website.
http://automobileman.com/wp/wp-content/uploads/2017/12/Gen-V-LT1-and-LT4-installation-guide.pdf?189db0&189db0

We’ve been conferring for awhile now hoping to get his build together and ready to show to his buddies and the Whidby Island Cruizers.  Harry invited Bud and I to take part in the festivities today, see his shop, meet his buddies (his neighbor brought over a 1918 Pierce Arrow) and check out the build.

We can’t confirm for sure but since it doesn’t have any window cranks in the rear, we think it might be a ’55 Utility Sedan rather than a 150.  It came with a Nomad interior, so Harry found a wagon bench seat and turned it into a fold down rear where he’s hidden all the audio gear.  I’ve never seen one before, but he tells me the vacuum brake system is run by a small electric system with a can hidden under the body down by the transmission.  On the right side of the fire wall you can see the TCU (Transmission controller) that hooks us with the E92 ECM on the left side (runs small countries when the cloud fails).  Harry opted for the Drive Junky serpentine system to add hydraulic power steering.  As you can see everything is neat and tidy, really a very professional installation.

Harry’s old school so he added a ’57 vette grill and replaced the water cooled oil radiator with an air cooled version along with a similar stacked plate cooler for the transmission.  He’s quite the character and has a reputation among his peers as the wizard that can make anything run.  I hope when I turn 77 I’m building state of the art cars with the latest stuff, way to go Harry.  Please direct you comments to him at: mfandha@gmail.com



Harry and Bud together celebrating his 77th birthday.