Any good info out on the new LT1 platform from GM, is it swap friendly?

[Nicks67GTO]

GM is releasing their new LT1 platform in the new Vettes pretty soon. Other than the LT1 name, which makes me think of the mid 90's not the 1970 350, it seems like a nice piece. So im wondering, is this engine going to be vintage swap friendly? Who is going to take the plunge first? Is it heads and tails above the LS platform?

Discuss...

[alocker]

Nobody knows if it will be a better swap platform that the GenIII-IV style but from what I have seen the motor mounts and bellhousing mount should be in the same place. That takes care of getting it in the car.

The next issue is power steering. Since it's electric, mounting a pump may be difficult for an older car.

The new exhaust uses a 5 bolt mounting setup, so no header options initially.

Fuel could be easy since the step up pump is on the motor. It may only need a standard efi pump in the tank.

[Barrrf]

For me, the issue would be modify-ability (I may have just made that up). With DI, its proving difficult for anyone to mod the engine. GM has even stated theyre trying to make the computers "tamper proof".

Booooooooooo

[alocker]

If the ECM's are that bad the aftermarket will find a solution. If DI is anything like diesel, the stock fuel system should be able to support good power in stock form. It will come down to HP per dollar which is part of the reason the current platform is so popular.

[Schwartz Performance]

Power steering shouldn't be a big deal.. There are several companies who make kits for the Coyote which is also electric in the Mustang. Even ford racing came out with a kit to use older 4.6L PS pumps!
Direct injection isn't new, German cars have been using it along with others. I think LS's will still dominate for a while.

[GBNL]

I found this
2014 Corvette Stingray Cranks Out 460 Horsepower
Tue, May 28 2013
DETROIT – The 2014 Corvette Stingray’s all-new LT1 6.2L V-8 engine is SAE-certified at 460 horsepower (343 kW) at 6,000 rpm and 465 lb-ft of torque (630 Nm) at 4,600 rpm, with the available performance exhaust system, Chevrolet announced today.

The Stingray is SAE-certified at 455 horsepower (339 kW) and 460 lb-ft (624 Nm) with the standard exhaust system. They are the highest standard power ratings ever for the Corvette, delivered with efficiency that is expected to exceed 26 mpg on the highway.

“The 2014 Corvette Stingray’s LT1 engine is a triumph of advanced technology, delivering more power and torque than ever before with greater efficiency,” said Jordan Lee, Small Block chief engineer.

“The LT1’s performance complements the Corvette’s low mass with a tremendous feeling of power that builds as the rpm climbs. Drivers will experience more power and acceleration than ever before with the standard engine – in fact, its power and torque surpass many uplevel engines offered by competitors.”

At 74 horsepower per liter, the LT1 has greater power density than the C6 Corvette’s LS3 6.2L engine and even the C6 Z06’s racing-derived 7.0L LS7. It also produces comparable torque to the LS7 – up to 4,700 rpm – and its peak torque is within 5 lb-ft of the 7.0L engine. That torque is generated early and sustained across the rpm band, with 316 lb-ft available at only 1,000 rpm and 90 percent of peak torque available from 3,000 rpm to 5,500 rpm – giving the lightweight Corvette Stingray excellent acceleration at all speeds.

Chevrolet estimates the Corvette will run from 0 to 60 mph in less than four seconds.

The new LT1 engine’s high output, and high power density and efficiency are due to several advanced technologies, including direct injection, Active Fuel Management and continuously variable valve timing, which support an advanced combustion system.

Direct injection is a primary contributor to the engine’s combustion efficiency, ensuring a more complete burn of the fuel in the air-fuel mixture. That’s achieved by precisely controlling the mixture motion and fuel injection spray pattern. Direct injection also keeps the combustion chamber cooler, which allows for a higher compression ratio. Emissions are also reduced, particularly cold-start hydrocarbon emissions, which are cut by about 25 percent.

Active Fuel Management, or cylinder deactivation, is a first-ever application on Corvette. It helps save fuel by imperceptibly shutting down half of the engine’s cylinders in light-load driving. Continuously variable valve timing is refined to support the LT1 AFM and direct injection systems to further optimize performance, efficiency and emissions.

These technologies support the all-new, advanced combustion system, which incorporates a new cylinder-head design and a new, sculpted piston design that is an integral contributor to the high-compression, mixture motion parameters enabled by direct injection.

Additional engine features include:

•Advanced oiling system with oil-spray piston cooling and available dry-sump oiling
•Engine-mounted, camshaft-driven fuel pump to support the direct injection system
•Intake manifold with “runners in a box” design that allows for high-efficiency airflow packaged beneath the Corvette’s low hood line
•High-flow, four-into-one exhaust manifolds based on the design of the LS7 engine.
Small Block legacy

The 2014 Corvette Stingray’s LT1 engine is the fifth generation of the Small Block engine family, which debuted in the Corvette in 1955. It displaced 4.3L (265 cubic inches) and was rated at 195 horsepower, drawing air and fuel through a four-barrel carburetor. Five years later, Small Block power helped Corvette secure its first victory at the 24 Hours of Le Mans.

In 2012, the Small Block-powered Corvette Racing C6.R beat Ferrari, BMW and Porsche to sweep the drivers’, team, and manufacturer championships in production-based American Le Mans Series GT class. These championships make Corvette Racing the most successful team in ALMS history, with a total of 77 class wins, eight drivers’ championships, and nine manufacturer and team championships since 2001.

The 2014 Corvette Stingray coupe goes on sale this fall, with a convertible following by the end of the year – each sharing an all-new aluminum frame structure and enhanced chassis, as well as completely new exterior and interior designs.

# # #

About Chevrolet
Founded in 1911 in Detroit, Chevrolet is now one of the world’s largest car brands, doing business in more than 140 countries and selling more than 4.5 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature spirited performance, expressive design, and high quality. More information on Chevrolet models can be found at www.chevrolet.com.

[Nicks67GTO]

Power steering shouldn't be a big deal.. There are several companies who make kits for the Coyote which is also electric in the Mustang. Even ford racing came out with a kit to use older 4.6L PS pumps!
Direct injection isn't new, German cars have been using it along with others. I think LS's will still dominate for a while.

Agreed. The LS will probably dominate for quite some time. It will probably always be there kind of like the original SBC. This swap wont be popular until that LT is fully implemented into everything and you start getting a lot of smashed up cars in junk yards to pull stuff from. Should we guess on a time frame for that? 4-5 years? You know someone is going to get their hands on one in a few months, fabricate a ton of stuff and get a magazine article out of it.

[cornfedbill]

The problem with DI motors is that the high pressure pumps on the motor have a limited output and nobody is making aftermarket replacements. The other issue is that the total pulsewidth cannot exceed 180 crankshaft degrees without drawbacks. This makes it difficult to run high RPM for more power. It also makes it difficult to increase the amount of fuel delivered per engine cycle.

These motors have a lot of potential, but also some obstacles to overcome.

The new DI Indy Car motors use port fuel injectors in addition to the DI injectors to get enough fuel. This may be the near term solution to go from 460 HP to 800 HP.

[Whistler]

This platform will probably be the one to push the aftermarket injector manufacturers into the DI market.

As said above , the Germans have had DI for many years as well as GM which introduced it in the Turbo Ecotecs seven years ago. But for most swappers, just the new engine itself with headers and a few bolt ons will be plenty interesting enough , and won't require any upgrades to the 60v injectors or the mechanical pump.

As far as running this yet released engine as a standalone, the path will unfold as the hackers get to work on the computers. Folks building restomods will run these engines regardless IMO because they want the newest fancy stuff. So if GM doesn't play nice with the ECUs, then the aftermarket controller manufacturers like FAST or Holley will need to make an external injector driver to run the DI, and the rest is just detail work for which solutions already exist.

[72BBSwinger]

I thought I read that the fuel systems can easily support 600hp out of the box. That should make things a blast for hot rodders.