This view shows the new style PCV system with the intake plumbed with the stock lines from the Cadillac CTSV. These are metric fitting and aren’t easy to adapt to, so I used a aftermarket Spectre vacuum accessory kit to plumb into the intake. You can see the line with the extra foam rubber wrapping around the line that goes into the intake.
On the right side is one of the Intercooler lines hooked up and connecting to the expansion tank (far left square alloy tank.) Right below to the right is the MAF (Mass Air Flow) connection that has to be a minimum of 10″ from the engine.
The engine wiring fuse panel is the same item that’s used on the LS series of engines. I’d hoped to install it on the firewall, but there just wasn’t enough space available, so it ended up on the passenger side inner fender well.
One of the great features with both the LS and LT engine management systems is that they take control of all electrical requirements including both the fuel pump system and the fan(s). On the LT engine there are two fan controllers whereas on the LS there is only one with the stock harness. After the main battery/alternator/starter feed is connected any additional electrical demand is feed into the body wiring fuse panel.
Hold on to your hat boys, this thing is huge. Compared to the ECM (E38/67) on the LS3, the new generation ECM is more than double in size. To get this thing to fit, I cut off the back side of the heater and boxed it in. You have to use a big block heater system because the small block core coolant pipes exit in front of the back of the block.If you don’t want to mess with that approach, it’s best to install a Vintage Air system, throw away the old school heater core and install a blanking plate. This is what the factory did on the 1970 SEMA Camaro.After much deliberation I decided to drill mounting holes through the thin sides and use the existing heater box mounting bolts. Add a nut union and you’re good to go.
The LT1 and LT4 crate engines have no provision to add a coolant temperature sensor like the LS series does. GM uses a CAN bus called GMLAN that communicates information from each of the various engine components using packet data similar to IP packets in a computer network. Similar to a train pulling a number of cars around in a circle, the packet data for each sensor rides in it’s own car delivering the data at the appropriate moment needed.
Unlike previous generations, the LT is the first engine in which the water pump is no longer in the center of the engine as shown above. There is a coolant temperature sensor, as seen above on the top right, but I have been advised by GM Performance and Powertrain not to tap into the signal for fear of reliability issues within the packet data stream used by GMLAN (CAN BUS). Since I am not using the radiator coolant to cool the oil cooler, I chose to cut off the end of the stub and plumb in a conventional coolant temperature sender.
Using a 1/4″-18 NPT tap, I threaded in a coupler and then added the sensor. This serves two purposes, one it plugs the fluid passage and adds the sensor in a convenient location without having to weld in an additional bung. Make sure you get the appropriate sender for the gauge manufacturer that you using because there are many different types. Also make sure you bench test the sender before installing.
Here’s the water pump reinstalled with the coolant temperature sensor pointing straight down.
Final design for bracket showing Detroit Speed banjo fitting on the pump.
Back side of the final design showing added ribbing and accessory bracket that mounts up against the block.
Update 06/07/16 – Just got word the the Factory SEMA 1970 Camaro on tour with the Hot Rod Power Tour will be carrying 5 extra pumps because the seals are failing under load. They plan on changing out the pumps every night because they can’t get more than 500 miles on them before they fail. Please note that the factory designed bracket does not provide support by tying into the block like ours does. The factory built the 8 rib pulley by slicing two 6 spline pulleys apart, machining them down to the right size and them welding them back together to get the right width for the supercharger belt. For a power steering pump bracket for the LT1 engine please click on this link
Here’s the first design for the hydraulic power steering addition to the serpentine supercharger drive. It’s mocked up with an aluminum plate, but we’ll need to add some support on the back side by triangulating a bracket on to the engine. The reservoir sticks out a bit too much, so I’ll probably revise it with a remote unit.
Here’s the backside view showing the hydraulic connection which is a 2009-2011 Corvette power steering pump line available for less than $10.00 from Rockauto.com.
The new generation of LT engines use electric power steering and there is no provision for hydraulic power steering. The GM factory built a prototype 1970 Camaro for SEMA that uses a special one-off 3D printed part that accommodates a conventional pump, but that part is not available.
They used a conventional Type II pump as shown above. Unfortunately, they run it off the supercharger drive which uses an 8 rib belt instead of a 6 rib belt. Whatever the factory used I can’t find it because it simply doesn’t exist at this point within the GM family of off-the-shelf parts. There are a number of websites that list 8 rib pulleys, but they come at a steep price – Innovators West is one such place. I managed to find an 8 rib power steering pulley with a bore of .663 from a 2007 Dodge RAM Truck. The part number is Dorman 300-149 and they run around $50.00.
Fortunately I’ve been through this drill before with these pumps and I just happened to have a 2009-2012 Corvette Power steering line ready to go. You can see from the picture above that they have to an extremely thin threaded collar to get enough clearance to miss the pulley. On previous LS installs I’ve done it’s much closer to the pulley. I can still move it in a little closer, but I’ll wait until we build the mounting bracket which we’ll add to the serpentine belt system before the final adjustment.