Then we applied Permatex Ultra Grey RTV silicone to replicate the look and the way GM sealed up those parts. To reinstall the oil pump (and then the oil pan), it’s necessary to drop down the engine cradle and front suspension.
Notice the American Racing Headers tubes from our first test.
Matt Hauffe and his experienced staff at Tune Time Performance (Lakewood, New Jersey) would handle their first LT1 cam swap on Matt’s new 2014 Corvette.
This was to become a good learning experience for future swaps that TTP will perform on the redesigned C7 and LT1.
Here, Matt Hauffe eagerly begins to dive in to his personal C7 Corvette.
When we put in our parts order, Comp informed us we were the first publication to request one of its new XFI AFM (Active Fuel Management) hydraulic roller camshafts designed for the new Gen V LT1. Tune Time’s top tech, Justin Knapp, begins the teardown.
To perform the spring swap, these parts were necessary—Lightweight Tool Steel Retainers (PN 1772-16), Spring Seats (PN 4680-16), and a Shim Kit (PN 4752) to set the springs at an installed height of 1.800 inches for the proper load pressure at each valve.
To set the intake spring height, we used the 0.045-inch spring seat, 0.060-inch shim, and a 0.015-inch shim.
The cam card recommended using PN 26918 beehive springs. The beehive-type valvespring (left) was a major breakthrough in valvespring technology back in the 1990s.
Comp suggested we try its new conical valvesprings for serious valve control at the high rpm (7,000) we intended to spin the LT1 during dyno testing. Now the conical valvespring (right) is the latest breakthrough in valvespring development.
The sway bar and the C7 Corvette’s new electric steering rack were removed for access to the harmonic balancer. Unfortunately the LT1 timing cover and oil pan do not utilize reusable gaskets like the LS engine family. The dry-sump pan needs to be dropped in order to move the oil pump forward for removal of the cam phaser gear and timing chain.