Gen V LT 4 Engine wiring and Fuse Panel

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.
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ne 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.
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Gen V LT 4 Dual Fan Radiator

For this build I knew I wanted a dual fan setup, so the search was on.  Most of my buddies spend big bucks and use Ron Davis products, but his build time was too long and the price was around $1,300.  I’d used offshore all aluminum radiators before and had good results, but for this build I wanted something made in the USA. I finally decided to go with Entrophy Radiator in Illinois.entrophyrad
It’s made beautifully and it’s a fair price for the quality.  Once installed I needed to re-manufacture the shroud because there wasn’t enough room for the intake.
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I lowered the driver’s side fan mounting location 1 1/2″ which gave me just enough room for clearance for the Spectre 4″ 75 degree inlet.  If you look closely you can just see the stacked plate oil cooler that I’ve plumbed in to replace the factory cooler on the side of the pan.  I’ve also eliminated the water cooling feature and only using air to cool the oil.  I’ll also be adding the same type of cooler to use for the Intercooler.
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Another advantage this radiator has is it’s already plumbed with both a steam port vent and a coolant temperature sensor.

Gen V LT 4 ECM

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.20160624_180546If 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.20160624_183133After 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.

Gen V LT 4 Coolant temperature sensor

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.
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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.
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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.
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Here’s the water pump reinstalled with the coolant temperature sensor pointing straight down.

 

Gen V LT4 Pan modification

The LT4 engine is a very tall configuration, much taller than an LS or a conventional SBC, because of this I was unsuccessful installing the engine/drivetrain combination because I couldn’t get enough angle to slip it past the crossmember because the top of the engine kept hitting the firewall.
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 also had a problem with the stock oil cooler which is bolted on to the side of the pan, this interfered with the Morrison frame (see previous post). After several very hard and forceful knocks on the pan it came free.  The LT series of engines do not use an oil pan gasket, they are sealed using GM’s engine sealant.
1st install

We decided to remove one inch from the front of the pan and then welded in AN10 oil fittings to solve the problem.  You cannot move the oil passage location because there are built in oil galleries inside that pan that connect to the oil filter.  Once the pan was modified the engine/drivetrain just barely fit it and everything settled in, on to the next challenge.
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T56 Magnum Gen V LT 4 Twin plate clutch assembly

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Ever wonder how a dual clutch set up works?
Here’s the 8 bolt flywheel included in GM part number 19329912, this kit is very expensive.  The flywheel is aluminum with a steel insert, the round ring concentric with the flywheel is the case saver for the bell housing.

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1st clutch plate, do not use a plastic alignment tool because it provides too much clearance.
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Intermediate driven plate, it’s attached to the flywheel with short flexible tangs that allow it to move and float in place.
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2nd clutch plate, not sure what the small little brown cylinder objects are used for.
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Completed clutch package bolted in place.
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Super Magnum Bell Housing.  This guy caused me a lot of alignment problems because the tolerances appeared to be too tight.  I had to bore out the alignment pin holes to get the transmission to slide in.
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Here’s your hydraulic throw-out bearing.  It’s the same one used on the LS crate motors and goes all the way back to the LS1.  Make sure you get a remote bleeder setup (Tick Performance TPSBL) because if you don’t, you’ll be cursing for days before you can get a good pedal.

Gen V Supercharged LT4 final hydraulic pump bracket design

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Final design for bracket showing Detroit Speed banjo fitting on the pump.
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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

Gen V LT4 Camaro hydraulic power steering pump

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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.
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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.

Gen V LT4 Power Steering Pump

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.
20160131_154719_Richtone(HDR)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.

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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.
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Gen V LT4 ’68 Camaro Morrison Detroit Speed Rack and Pinion Steering

Morrison sources their steering rack from Detroit Speed because I think it’s one of the best out there.  Coming off the 2″ steering column is a 1″ DD x 3/4″ DD vibration reducing U-Joint from Borgeson.  These eliminate the unsightly and funky looking rag joint that was a staple of these mid-sixties GM cars.
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Plenty of room all around with the factory hand-built SS headers and the front mounted DSI power steering rack.  This is sometimes a critical area for space depending on what type of header system you use.  This location would be where the original power steering unit for the Camaro would have resided.  Most aftermarket long-tube header systems are designed around this steering gear so there should be plenty of room depending on what type of header system you used.