Redesigned windage trays were incorporated in the LT1, LT4, LT5, L8T and L8P, these feature a unique oil scraper designed to enhance performance and efficiency by improving oil flow control and bay- to-bay crankcase breathing. CYLINDER HEAD DEsIGN The Gen V’s all-new cylinder head design builds on the excellent, racing-proven airflow attributes of previous Small-Block heads. Its all-new direct-injection combustion system supports tremendous airflow at higher rpm for a broad horsepower band, along with strong, low-rpm torque. Compared to the LS3 cylinder head design, the LT1 head features a smaller 59cc combustion chamber, which is designed to complement the volume of the piston dish. The smaller chamber size and dished pistons work together to produce an 11.5:1 compression ratio vs. the LS3’s 10.7:1 compression ratio. The L8T and L8P also share the same head features with a 59cc combustion chamber and carry a 10.8:1 compression ratio. The LT4 and LT5 have a 65cc combustion chamber along with a 10:1 compression ratio. The spark plug angle and depth have been modified on the Gen V head, too, to protrude farther into the chamber, placing the electrode closer to the center of the combustion to support the direct injection system. In addition to the new combustion chamber design, the Gen V head features large, straight and rectangular intake ports that feature a slight twist to enhance mixture motion. This is complemented by a reversal of the intake and exhaust valve positions as compared to the Gen III/IV design. The exhaust port shapes are optimized for the new valve locations, with new port opening locations at the manifold face. VALVEs AND VALVETRAIN Large, lightweight intake and exhaust valves are used in the LT1, and L8P heads, with 2.13-inch hollow intake and 1.59-inch hollow sodium exhaust valves. The L8T head uses a 2.13-inch hollow intake and a 1.59-inch inconel exhaust valve. The LT4 and LT5 head use a 2.13-inch Titanium intake valve and 1.59-inch hollow sodium exhaust valves. The lightweight valves enable the engine to rev quickly and capably to greater than 6,000 rpm. LS3 valves measure 2.165 inches intake and 1.59 inches exhaust. Roller-pivot rocker arms are used in the LT1, LT4, LT5, L8T and L8P and feature a 1.8 ratio vs. the 1.7 ratio of LS3 rockers. The LT engines reversed valve location also eliminates the offset design of the LS3’s intake-side rocker arms. Also: the LT engines use 8.7mm (outside diameter) pushrods, which provide greater stiffness than the LS3’s 7.9mm design. That enables improved high-speed valve- train performance. DIRECT INJECTION FUEL sYsTEM Direct injection is featured on all Gen V engines. The technology moves the point where fuel feeds into an engine closer to the point where it ignites, enabling greater combustion efficiency. It fosters a more complete burn of the fuel in the air-fuel mixture, and it oper- ates at a lower temperature than conventional port injection. That allows the mixture to be leaner (less fuel and more air), so less fuel is required to produce the equivalent horsepower of a conventional port injection fuel system. This represents one of the fundamental differences between the engines. The LT engines feature direct injection, with injectors posi- tioned in the cylinder heads, while the LS3 features a conventional port injection system, with injectors located in the intake manifold. That difference alone makes it impossible to simply swap heads and intakes between the LT and LS families. The pistons play an integral role in the direct injection system, as they feature dished heads designed to direct the fuel spray for a more complete combustion. Design of this advanced combustion system was optimized after thousands of hours of computational analysis, representing one of the most comprehensively engineered combustion systems ever developed by General Motors. The direct injection system features very high fuel pressure, up to 2,175 psi (15 MPa) on most engines and as high as 2,900 psi (20 MPa) on the supercharged LT4 and LT5 variant, requiring a high-pressure, engine-driven fuel pump in addition to a conventional fuel-tank- mounted pump. On all Gen V engines, the pump is mounted in the “valley” between cylinder heads—beneath the intake manifold. It is driven by the camshaft at the rear of the engine. LT-sPECIFIC FEATUREs In addition to the features that compare with the LS3, the LT engines have a number of unique components that simply aren’t shared with previous LS engines, including: • PCV-integrated rocker covers designed to reduce oil consumption • Cylinder deactivation that shuts down four cylinders in certain light-load driving conditions—and featuring unique, “collapsible” valve lifters for the deactivating cylinders • Four-into-one short-header-type exhaust manifolds similar to the LS7 design, but made of cast iron • Single-bore 87mm throttle body • Revamped cooling system with a new offset water pump design • The use of electric power steering on production models means there’s no provision for a conventional power steering pump on the accessory drive system. In summary, the lineage between the LS3 and the LT engines is clear, but where the LS3 was an evolution of previous LS engines, the LT engines are more of a new species. Therefore, mixing and matching parts between the LT and LS families isn’t practical or, in most cases, feasible. LT1 6.2L It’s the standard engine in the C7 Corvette Stingray and Camaro SS, where it is rated at up to 460 horsepower and 465 lb.-ft. of torque (with the optional exhaust system). It shares the same basic configuration and 4.065 x 3.622 bore/stroke dimensions as the L86, but features other unique components to generate its higher output. LT4 6.2L sUPERCHARGED The supercharged LT4 engine is the power behind the C7 Corvette Z06, the Camaro ZL1 and the Cadillac CTS-V, delivering a stunning 650 hp and 650 lb.-ft. of torque. Each component of the rotating assembly, from the crankshaft to the piston rings, is unique to the LT4 and necessary to support the boosted engine’s cylinder pressure. The LT4 produces 9.4 psi of intake boost with a 1.7L supercharger. L8T 6.6L The power behind the Silverado HD, the 6.6L L8T is our largest displacement LT engine. Direct injected for precise fuel control. The L8T is built for strength with a cast iron, long-skirt block with six-bolt cross bolted mains and a forged steel crankshaft offering 401 horsepower and 464 lb-ft of torque. It shares the same basic LT bore with a longer stroke 4.065 x 3.860 (103.25mm x 98mm). L8P 6.6L Chevrolet's LT crate engine family grew in 2024 with the L8P performance engine. The L8P blends the strength and displacement of the L8T 6.6L production-based engine with a unique non-AFM LT2 based camshaft and additional enhancements to offer 523 horsepower and 543 lb-ft of torque. The L8P shares the same bore and stroke as the L8T 4.065 x 3.860 (103.25mm x 98mm). 49 ChevroletPerformance.com Ls-sERIEs CRATE ENGINEs Gen V small-Block Engines RPO Code Displacement (cu/in/Liters) Compression Ratio Horsepower Torque (lb.-ft.) LT1 376 / 6.2 11.5:1 460 @ 6,000 rpm 465 @ 4,600 rpm LT4 376 / 6.2 10.0:1 650 @ 6,400 rpm 650 @ 3,600 rpm LT5 376 / 6.2 10.0:1 755 @ 6,400 rpm 715 @ 3,600 rpm L8T 400/6.6 10.8:1 401 @ 5200 rpm 464 @ 4000 rpm L8P 400/6.6 10.8:1 523 @ 5800 rpm 543 @ 4600 rpm