Chevrolet rolled out the first LT4 back in 1996, as a hotter version of the LT1 350, Gen II small-block. Better heads, higher compression, a stouter cam, roller-tip rockers and more, added up to a conservatively rated 330 horsepower. That LT4 was installed in C4-series, ’96 Corvettes with manual transmissions — including Grand Sports and Collector Editions. It was a last hoorah for the old guard before the LS1 V-8-powered C5 Corvette hit the streets. (The LT4 also powered a handful of ’97 SLP-built SS Camaros and Firebird Firehawks.)
Nearly 20 years later, Chevrolet dusted off the LT4 name and attached it to a 6.2-liter, supercharged, Gen V small-block. That engine would first appear under the hood of the 2015 C7 Z06 —hailed as the most powerful GM production car ever, at the time.
The new 650-hp LT4 was a technological tour de force by Chevrolet standards, but it raised eyebrows among all-motor purists who didn’t think power adders had a place in the Corvette’s legendary track-focused Z06 package. There was no denying however that this LT4 packed a serious low-end punch that drivers of all skill levels would appreciate — it delivered its 650 horses at 6,400 rpm and 650 lb-ft of torque at just 3,600 rpm.
The Gen V introduced technologies like direct injection and variable-valve timing to the small-block, so those too were part of the new LT4’s repertoire. The foundation was the Gen V aluminum engine block: an all-new casting, but it carried over the deep-skirt design and six-bolt, cross-bolted main caps of its Gen III and IV predecessors. (Gen V main caps were nodular iron instead of powdered metal.) The Gen V cylinder heads were revised and had their intake and exhaust valve positions reversed from previous designs, improving flow. The spark plug position in the combustion chamber was changed too moving the electrode closer to the center.
The LT4’s heads differed in that they were Rotocast A356-T6 aluminum with 65.47-cc combustion chambers, fitted with titanium intake valves and sodium-filled exhaust valves. The camshaft had longer exhaust duration than the stick in the Gen V LT1. The rotating assembly’s foundation was a forged-steel crank with tungsten balancing inserts and it was externally balanced by an aluminum damper (with an iron inertia ring). High-strength, powdered-metal steel connecting rods swung full-floating, forged-aluminum pistons that pumped up 10:1 compression.
Dry-sump oiling was standard issue on the LT4 and its oil pump used higher-strength scavenge pump gears than the Z51 (dry sump) LT1. Engine oil was supplied by a 10.5-quart tank, paired with a larger-capacity oil cooler.
And about that blower. The LT4’s new Eaton Twin Vortices Series R1740 supercharger displaced 1.74 liters and its two, four-lobe rotors spun at a howling 20,150 rpm. It was elegantly compact and low profile, plus it was 20 pounds lighter than the supercharger used on the 2009-’13 ZR1-spec LS9.
The LT4 powered the Z06 from 2015 until the C7’s last call in 2019. It can also be found under the hoods of 2016-’19 CTS-Vs, 2017-’24 Camaro ZL1s, 2022-present Cadillac CT5-V Blackwings and the 2023-present Cadillac Escalade Vs. The engine is currently also offered in crate form.
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