Scoping Out the Small-Block V8: The Finer Points of the Corvette C8's LTV V-8 Engine

The small-block V-8 engine has been an integral component since its origins in 1955 and now claims its place as power source in the revolutionary C8 as the L2T! Car and Driver provided an in-depth feature on their blog last week highlighting the small-block's capabilities. It generates both more power and torque (495 horsepower and 470 lb-ft when equipped with the performance exhaust) than the LT1 in the outgoing model. There is now a more-efficient intake as well as exhaust manifold, a more robust lubrication system, and a brand new camshaft. 

The same bore and stroke are still used, as well as the forged crankshaft, rods, and 11.5:1 compression ratio pistons, similar to the LT1 that it is based on. All Stingrays will now get a dry-sump system that is ideally engineered to accommodate the chassis's increased track capability. This includes sustained lateral acceleration beyond 1.00 g. Previously, dry-sump lubrication was only available as part of the C7 Stingray's Z51 package. This system graduated from one pump to three different multistage scavenge pumps: one situated in the valley of the V and two right in the crankcase. The oil reservoir is now mounted to the engine, instead of being bolted into the engine bay separately as it was on the C7.

Small-Block chief engineer Jordan Lee explained that a side benefit for having this unconventional engine-mounted sump is how easy it is assembled. While the engine is being built, oil can be added, instead of when the car is making its final pass down the assembly line. This engine is mounted an entire inch lower in the Corvette than before, and also has a much shallower oil pan. This is part of the team's great success in reduction of total oil volume, which drops from 9.7 quarts in the C7 to 7.5 quarts of OW40 in this L2 from the C8.

The C8 is engineered to alleviate the need for routine engine-out services, which are often a very expensive quality of mid-engined cars. Spark plugs and other important ignition components as well as belts are located next to the passenger compartment at the very front of the engine and can be accessed while the engine is in place. The camshaft's intake lobes remain the same as the LT1's, but lift is now increased. The better breaching achieved with the engine in its new position behind the passenger cabin along with other minor tweaks are what contributes to the additional output, and the reductions in windage were achieved by the oil now being scavenged out of the V.

Brand-new stainless-steel exhaust manifolds now put to use equal-length runners, which collect incorporating a four-into-one design. Now that the engine is mounted behind the driver, the new intake manifold can now be mounted in a manner which results in less distance between the throttle body and intake valves, which greatly improves flow. Everyone on staff here at West Chevy of Knoxville has been eagerly awaiting the official release of the c8, and there are so many reasons to celebrate the final and exciting coming of a concept that saw 60 years in the making!