View Full Version : LT1/LT4 Stainless Steel Headers for Art Morrison Chassis****The Eagle Has Landed*****
These just came in. I wanted to show them off since there are so many unknowns for the new Gen 5 LT1/LT4 engines. I also have a set of Art Morrison LT1/4 engine mounts. These are available to order as of a couple of weeks ago.
Enjoy!
1 7/8 primarys to 3 inch collector. Low profile collector clamps. Very Nice!:cheers:
Updated photo’s of correct LT1/4 headers. The flange is interesting.
134857
134859
134858
Jerems
10-18-2016, 08:50 AM
Very cool, are the engine mounts supposed to put the LT1/4 in the same position as the LS engines? My frame came with the LS engine mounts.
Very cool, are the engine mounts supposed to put the LT1/4 in the same position as the LS engines? My frame came with the LS engine mounts.
Yes sir! I haven't mocked everything up yet but they should put the engine in the same location as the LS versions.
andrewb70
10-18-2016, 03:58 PM
Looks like they are made by Ultimate headers...
Andrew
Looks like they are made by Ultimate headers...
Andrew
Yep!
Toddoky
10-19-2016, 11:40 AM
I'm not sure if you've noticed it yet, but the head flanges on your headers are LS pattern flanges...the LT flange is a five hole pattern. There's also a big difference in required tube bend geometry to fit a particular application as the exhaust ports are shifted 3/4" further forward on the left side of the engine and 3/4" rearward on the passenger side of the engine compared to the ports on an LS engine. I'm in the middle of development of a set of 1st-gen LT swap long-tube headers now for the Hooker Blackheart line and you can see the difference in the flange bolt pattern here in this photo of the right side assembly. 133245
I'm not sure if you've noticed it yet, but the head flanges on your headers are LS pattern flanges...the LT flange is a five hole pattern. There's also a big difference in required tube bend geometry to fit a particular application as the exhaust ports are shifted 3/4" further forward on the left side of the engine and 3/4" rearward on the passenger side of the engine compared to the ports on an LS engine. I'm in the middle of development of a set of 1st-gen LT swap long-tube headers now for the Hooker Blackheart line and you can see the difference in the flange bolt pattern here in this photo of the right side assembly. 133245
Lol! You're right. They sent me the wrong set, just verified. I'll update with new pics when I get the correct set in. Thanks!
Toddoky
10-19-2016, 02:40 PM
Glad to help. While we're on the subject of LS/LT differences, your engine will be sitting higher in your subframe than an LS would be if your mounts are merely flat 3/8" thick plates with the LT block pattern cut in them. This is because the block mounting bosses on the LT engine stand an additional 3/8" away from the crankshaft centerline than the LS block mounting bosses do. That fact required me to develop a new laminated plate configuration for the Hooker 1st-gen LT swap brackets coming out with the headers to put the LT crankshaft centerline in the same location our LS swap brackets do.
Jerems
10-20-2016, 03:14 AM
Very good info Toddoky. Are you guys working on adapters / headers for the A Bodies?
Cdog, do you have photos of your engine mounts? I emailed AME about their mounts and they weren't sure about fitment / Hood clearance yet on the a-bodies frames.
Toddoky
10-20-2016, 03:57 AM
We haven't begun working on LT components for the A-bodies yet...I expect that will happen sometime next year.
Very good info Toddoky. Are you guys working on adapters / headers for the A Bodies?
Cdog, do you have photos of your engine mounts? I emailed AME about their mounts and they weren't sure about fitment / Hood clearance yet on the a-bodies frames.
I have to go pick them up at the shop sometime this week. I do have some pics of the Beta testers on a 56 Chev chassis. I’l ask AM if it’s okay to post those.
Jerems
10-20-2016, 07:51 PM
I have to go pick them up at the shop sometime this week. I do have some pics of the Beta testers on a 56 Chev chassis. I’l ask AM if it’s okay to post those.
You probably have the same ones they sent me too haha, well I may have to bite the bullet and get the engine earlier than I was expecting to.
Jerems
11-05-2016, 02:34 PM
Cdog, did you ever get your new headers / Engine mounts?
Also noticed that Holley released LT swap oil pans for the wetsump version. Haven't seen pricing yet.
Cdog, did you ever get your new headers / Engine mounts?
Also noticed that Holley released LT swap oil pans for the wetsump version. Haven't seen pricing yet.
Still waiting on the headers to show up. Should be here soon. I’ll have pics up when they get in. Still have to pick up the engine mounts, I’ll try and pick them up this week.
camaro69boy
11-28-2016, 08:44 PM
Thanks for sharing this info. I'm in the middle of a 69 Camaro build with an LT4 engine.
Updated pics in OP & here. These are the LT1/4 gen 5 headers designed to work with the AM chassis. I’m impressed with what you get for the price. The low profile flange collector is bad ass. Welds are nice. The split mounting flange is different. Hopefully we’ll get a chance to test fit and mount all this soon with some pics and documentation.
I’m still hoping to see an electric power steering pump that will run the power steering over a belt driven. Anyone seen anything like that yet?
134860
134861
134862
Jerems
12-07-2016, 06:52 PM
That's awesome you finally got them! They look great. Did you buy them direct from Art Morrison?
For power steering have you considered going the EHPS Electro Hydraulic Power Steering units? People use units from a Toyota MR2 but Mini Coopers, some Volvo's and other vehicles use the same type of unit. If you run hydro boost brakes you would have power steering and brakes if the engine dies.
I recently bought a accusump unit off Ron Sutton and he said Drive Junky was working on LT4 FEAD kits as well, these will hopefully be adding in the belt driven Hydraulic pump. I'm guess they won't be much less than the Pace Performance 3000 dollar range though.
Yes Finally! They probably had to build them over at Ultimate headers as there’s not too much of a demand yet. I’m a dealer for AM but don’t pay to advertise here so I try and keep it on the DL on the site.
I think I’ve finally decided to run the MR2 2000-2005 smart pump. I’ve been reading up on them again, turns out car guys have cracked the wiring diagram so with the max pressure of 2000 psi and supply on demand through the VVT sensor it should work pretty good. The only answer I have not been able to find is how many gallons per minute the pump puts out. The DSE racks that AM uses need 1200 psi or standard GM type II pump off of a LS engine to run them correctly. I think.........
I’m running manual brakes. Stoptech trophys. When I ordered them I discussed with engineering the valving so I think they will be responsive. I can always swap out the valving to get more pressure if need be. Aside from the engine I prefer to keep all the systems simple and use what works.
The drive kits are silly expensive. I prefer to use the stock stuff as much as possible, I guess that’s why I’ve been trying to stick with the Toyota EHPS. This way it makes room for the Katech oil pan, dry sump system. I’d rather spend 3k on that.
That's awesome you finally got them! They look great. Did you buy them direct from Art Morrison?
For power steering have you considered going the EHPS Electro Hydraulic Power Steering units? People use units from a Toyota MR2 but Mini Coopers, some Volvo's and other vehicles use the same type of unit. If you run hydro boost brakes you would have power steering and brakes if the engine dies.
I recently bought a accusump unit off Ron Sutton and he said Drive Junky was working on LT4 FEAD kits as well, these will hopefully be adding in the belt driven Hydraulic pump. I'm guess they won't be much less than the Pace Performance 3000 dollar range though.
Jerems
12-13-2016, 05:57 AM
Yes Finally! They probably had to build them over at Ultimate headers as there’s not too much of a demand yet. I’m a dealer for AM but don’t pay to advertise here so I try and keep it on the DL on the site.
I think I’ve finally decided to run the MR2 2000-2005 smart pump. I’ve been reading up on them again, turns out car guys have cracked the wiring diagram so with the max pressure of 2000 psi and supply on demand through the VVT sensor it should work pretty good. The only answer I have not been able to find is how many gallons per minute the pump puts out. The DSE racks that AM uses need 1200 psi or standard GM type II pump off of a LS engine to run them correctly. I think.........
I’m running manual brakes. Stoptech trophys. When I ordered them I discussed with engineering the valving so I think they will be responsive. I can always swap out the valving to get more pressure if need be. Aside from the engine I prefer to keep all the systems simple and use what works.
The drive kits are silly expensive. I prefer to use the stock stuff as much as possible, I guess that’s why I’ve been trying to stick with the Toyota EHPS. This way it makes room for the Katech oil pan, dry sump system. I’d rather spend 3k on that.
That's a good plan, I forgot you were doing the dry sump version. I will be doing the Wet sump version, using the Accusump for a pre-lube / loss of pressure protection in the corners. I have also toyed with the idea of the EHPS but since I'm still a little ways from getting the engine I was going to wait and see what the companies come up with for FEAD's. before pulling the trigger.
That's a good question about flow, I haven't seen that spec either on the EHPS units I've looked at.
I found a document on a blog, some good info about swapping in these engines:
http://automobileman.com/wp/wp-content/uploads/2016/12/Gen-V-LT1-and-LT4-installation-guide.pdf
That's a good plan, I forgot you were doing the dry sump version. I will be doing the Wet sump version, using the Accusump for a pre-lube / loss of pressure protection in the corners. I have also toyed with the idea of the EHPS but since I'm still a little ways from getting the engine I was going to wait and see what the companies come up with for FEAD's. before pulling the trigger.
That's a good question about flow, I haven't seen that spec either on the EHPS units I've looked at.
I found a document on a blog, some good info about swapping in these engines:
http://automobileman.com/wp/wp-content/uploads/2016/12/Gen-V-LT1-and-LT4-installation-guide.pdf
Wow! Great link! I will keep you updated as things move along.
Cheers!
Powered by vBulletin®