Breakdown of Included Items

GM LT4 Gen V 6.2L E-Rod Crate Engine

E-Rod engines include all the necessary emissions equipment and CARB EO number making the LT4 street legal when swapped into a 1995 and earlier vehicle. GM Gen V LT4 engines feature a compact 1.7L Eaton R1740 TVS supercharger that generates more than 9 pounds of boost to produce 650 horsepower and 650 lb.-ft. of torque. The cylinder heads are manufactured with Rotocast A356T6 aluminum casting which is tougher and handles heat better over conventional castings while the lightweight titanium intake valves help keep a stable valvetrain at higher RPM.

E-ROD LT4 Gen-V TECH SPECS

• Engine Type: LT-Series Gen V Small-Block V-8
• Displacement: 376 ci (6.2L)
• Bore x Stroke: 4.065 in. x 3.622 in. (103.25 x 92 mm)
• Block: Cast-aluminum with six-bolt, cross-bolted main caps
• Crankshaft: Forged steel. 8-bolt flange
• Connecting Rods: Forged powdered metal
• Pistons: Forged aluminum
• Camshaft Type: Hydraulic roller, billet steel
• Valve Lift: .492 in. intake / .551 in. exhaust
• Camshaft Duration (@.050 in.): 189-degree intake / 223-degree exhaust
• Cylinder Heads: Aluminum, Rectangular Port Direct Injection
• Combustion Chamber: 65.500 cc
• Valve Size: 2.130 in. intake / 1.590 in. exhaust
• Compression Ratio: 10.1:1
• Rocker Arms: Investment-cast, roller trunnion
• Rocker Arm Ratio: 1.81:1
• Recommended Fuel: Premium
• Maximum Recommended rpm: 6600
• Reluctor Wheel: 58X
• Balanced: Internal

Supermatic 4L75-E Transmission

Developed by Chevrolet Performance engineers, the 4L75-E Supermatic has been proven, in real-world conditions, to be one of the most robust automatic transmissions on the market. The Supermatic 4L75-E is the size of the 4L65-E transmission so it's smaller than the 4L80-E but offers more torque capacity than comparably sized transmissions. The 650 lb.-ft. torque capacity makes it the flexible alternative to the 4L80-E when transmission tunnel clearance is an issue.

4L75-E SuperMatic Features:

• Four-Speed Automatic
• 3000-3400 Stall Converter
• Features 5-pinion gear sets
• Heat-treated stator shaft splines
• Induction-hardened turbine shaft
• Specific valve-body calibration
• Unique, high-strength input housing
• Higher-capacity servo
• More robust 3-4 clutch
• Larger 2-4 band
• Based on the 4L65-E/4L70-E

4L75-E SuperMatic Gear Ratios:

• 1st: 3.06:1
• 2nd: 1.62:1
• 3rd: 1.00:1
• 4th: 0.70:1

Engine Control Module and Harness

A precisely calibrated engine control module is essential to making your modern fuel-injected engine perform in your older vehicle.  Unlike production controllers that may or may not come with a used engine, these controllers are calibrated for installation in older vehicles. That means many of the features required for late-model production vehicles are "turned off," because they're not required in older cars and trucks. That means features that may trigger a diagnostic trouble code and possibly affect performance - requiring additional tuning - are not enabled. These controller kits deliver all the components required to plug into the engine and get it running - from the controller itself and the accompanying wire harness to the mass airflow sensor, oxygen sensors, and even a throttle pedal assembly. The kits also include detailed instructions to help you do it right the first time, even if you have no experience.

Installation Notes:

• Engines shipped with high-pressure direct-injection fuel pump installed
• Intended for pre-1976 street vehicles or any off-road vehicle
• Not intended for marine applications
• Front-End Accessory Drive Kit p/n 809-19329990 can be ordered separately
• 8-bolt crankshaft flange
• Shipped with 14 in. flexplate
• Each E-ROD engine requires a front-end accessory drive system suitable for the vehicle. The instruction manual includes recommendations for the accessory drive kit, as well as the transmission, gear ratios and more. Chevrolet Performance offers two configurations of the accessory drive systems to suit different applications; and each allows the installer to easily delete air conditioning.
• In addition to the E-ROD system, the builder will need to source additional components to complete the assembly and get the vehicle running. 
  • Fuel tank
  • Fuel lines (re-circulating or returnless)
  • High-pressure EFI fuel pump
  • Electric fan
  • Fuel tank vent line from the tank to the evaporative emissions canister
  • Pure line from the canister to the engine purge solenoid
  • Air induction system that incorporates the mass airflow sensor
  • Exhaust system behind the catalytic converters

Engine Break-In Procedure

Use only engine oil that meets dexos1 specifications. For track events or competitive driving, use Mobil 1 15W-50 engine oil. Fill the engine with oil and follow the proper engine priming procedure.  Also check and fill as required any other necessary fluids such as coolant, power steering fluid, etc.

Start the engine and listen for any unusual noises. If no unusual noises are noted, run the engine at approximately 1000 RPM until normal operating temperature is reached.  The engine should be driven at varying loads and conditions for the first 30 miles or one hour without wide open throttle (WOT) or sustained high RPM accelerations.  Run five or six medium throttle (50%) accelerations to about 4000 RPM and back to idle (0% throttle) in gear. Run two or three hard throttle (WOT 100%) accelerations to about 4000 RPM and back to idle (0% throttle) in gear. 

Change the engine oil and filter. Inspect the oil and the oil filter for any foreign particles to ensure that the engine is functioning properly.  Drive the next 500 miles (12 to 15 engine hours) under normal conditions. Do not run the engine at its maximum rated engine speed. Also, do not expose the engine to extended periods of high load.  Change the oil and filter again, inspect the oil and oil filter for any foreign particles to ensure that the engine is functioning properly.