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TO BE UNITIZED IN ACCORDANCE WITH GM SPECIFICATIONS.
LS9 Crate Engine
IR 31JA14
TITLE
PART NO.
19244108
DATE
AUTH
REVISION
SHEET OF
2 17
31JA14
Initial Release - William Duncan
N/A
driveability and a smooth idle. Under this system, fuel pressure
of 87 psi is delivered at high RPM (above 5200 RPM) and
high throttle operation to provide adequate fuel flow. Pressure
of 60 psi below 1500 RPM for best idle stability and quality.
Additionally, the fuel system must be capable of flowing 75 gph
at 87 psi. It is critical that constant 75 gph of fuel at 87 psi
be available at high RPM / high throttle operating ranges or
performance and/or engine durability will be adversely affected.
Oil System:
The LS9 Crate Engine is configured as a dry sump oiling
system (see diagram below). A remote oil tank and appropriate
oil lines are required for this type of installation (the production
Corvette oil tank is GM part number 12629421 and is shown
in the diagram). Chevrolet Performance p/n 25534412 is an
adapter kit to allow use of AN -12 hoses at the oil pan. Engine
lubrication is supplied by a gerotor type oil pump assembly.
The oil pump assembly consists of 2 pump housings, 2 separate
gear sets, and 1 pressure relief valve. The front or forward gear
set is the secondary pump (15). The rear or rearward gear set
is the primary pump (14). The pump assembly is mounted at
the front of the engine and driven directly by the crankshaft
sprocket. The primary pump (14) gears rotate and draw oil from
the engine oil tank (3) through the oil tank screen (18). The oil
is pressurized as it passes through the primary pump and is
sent through the engine block lower oil gallery. Contained within
the primary pump is a pressure relief valve (13) that maintains
oil pressure within a specified range. Pressurized oil is directed
through the engine block lower oil gallery to the full flow oil
filter (10) where harmful contaminants are removed. A bypass
valve is incorporated into the oil filter, which permits oil flow in
the event the filter becomes restricted. Oil exits the oil filter and
is then directed to the external oil cooler (1). A bypass valve (9)
is incorporated into the oil cooler assembly in the event oil flow
within the cooler is restricted. Oil returns from the oil cooler and
is directed to the upper main oil galleries (6). Oil from the left
upper oil gallery is directed to the crankshaft bearings (16),
valve lifters 1, 3, 5, and 7, camshaft bearings (17), and piston
oil nozzles 1, 3, 5, and 7. Oil from the right upper oil gallery is
directed to the valve lifters 2, 4, 6, and 8 and piston oil nozzles
2, 4, 6, and 8. The piston oil nozzle assemblies are designed to
provide oil to the bottom side of the piston for cooling purposes.
The piston oil nozzles have an internal check ball that is held
in the normally closed position by the spring until system oil
pressure exceeds 20.7 kPa (43.5 psi). Oil exits the valve lifters
and is then pumped through the pushrods to lubricate the valve
rocker arms and valve stems. Oil returns to the oil pan (11),
where the secondary pump (15) draws oil through a oil pump
screen (12). The secondary pump (15) returns oil to the engine
oil tank (3). Incorporated within the engine oil tank assembly
are the oil level indicator (4), oil fill cap (5), oil temperature
sensor (2), positive crankcase ventilation (PCV) fresh air port,
and a serviceable oil pump screen (18). The engine oil pressure
sensor (8) is located at the top rear of the engine assembly.
Package contents:
Item
Description
Quantity
GM Part
Number
1
Engine Assembly
1
19244099
2
Engine Instructions
1
19244108
3
Pump Intercooler
1
20945282
Technical Information and Operational Requirements:
Supercharger/Intercooler System:
The LS9 Roots-type supercharger is a positive displacement
pump that consists of 2 counter-rotating rotors installed into
the lower intake manifold housing. The rotors are designed with
4 lobes and a helical twist. The rotors of the supercharger are
designed to run at a minimal clearance, not in contact with each
other or the housing and are timed to each other by a pair of
precision spur gears which are pressed onto the rotor shafts.
The rotors are supported at each end by self-lubricating non-
serviceable bearings. The drive belt pulley is pressed onto
the input shaft. The input shaft is coupled to the rotor shaft. Both
the belt pulley and torsional isolator are also non-serviceable.
The cover assembly has an integrated intercooler.
The intercooler uses conventional coolant and must be
separate from the engine cooling system. The intercooler
assembly includes the cover, two charge air coolers/heat
exchangers, a water manifold assembly, two service bleed ports,
a factory coolant fill port, and a variety of sensors to monitor
air temperature and pressure. The water manifold, located at
the front of cover transfers coolant to the cover via four internal
transfer tubes. The transfer tubes and water manifold are sealed
with O-rings and press-in-place seals. Coolant enters the inlet
port of the water manifold assembly, is directed into and through
the two charge air coolers/heat exchangers, and exits back
into the water manifold. Coolant then exits the water manifold
outlet port.
An intercooler cooling system is required to ensure that heat
can be removed from the coolant. The system must include
appropriately sized lines, radiator, and pump (Provided
pump flows a minimum 5.5 gallons per minute flow rate
recommended) to ensure the coolant temperature remains in
an acceptable range, especially during high boost operating
ranges (i.e. heavy accelerations, high throttle positions,
etc).
For optimal performance, it is recommended that
the coolant temperature be kept below 95 degrees F at
the intercooler inlet. It is critical that this temperature be
kept below 175 degrees F for safe engine operation.
Use of
production components is recommended whenever possible,
a list of these parts is included below.
Fuel System:
The production LS9 application operates with a variable fuel
pressure system to allow for best performance and driveability.
By varying the fuel pressure over the operating range,
the required high RPM / high throttle fuel flow can be achieved
while still providing the ability to maintain excellent mid-range
