Chevrolet LT1 E-ROD Hoja De Instrucciones página 5

Running a Fuel Pump with the Fuel Pump Pressure Module (FPPM) control system
The fuel pump will be pulse width modulated (PWM), that controls the fuel pressure in the system. If using a GM fuel pump, a pressure regulator is not
needed. Late model GM fuel pumps have a built-in fuel pressure relief valve. If using an aftermarket fuel pump with the FPPM, an adjustable bypass fuel
regulator will be needed if the fuel pump does not have an internal fuel pressure relief valve set at 84 psi. The adjustable bypass fuel pressure regulator
needs to be mounted between the low-pressure tank mounted fuel pump and the fuel pressure sensor that is mounted in the fuel line. The regulator
must be set at 84 psi. The fuel pressure sensor needs to be mounted as far away from the engine as possible to dampen fuel pressure pulses that the
engine mounted high-pressure pump creates. Mount the sensor and regulator near the fuel tank.
High Pressure (On Engine)
The high fuel pressure necessary for direct injection is supplied by the high-pressure fuel pump. The high-pressure fuel pump is mounted on the rear of
the engine under the intake manifold and is driven by a three-lobe cam on the camshaft. This high-pressure fuel pump also regulates the fuel pressure
using an actuator in the form of an internal solenoid-controlled valve that is controlled by the ECM.
Positive Crankcase Ventilation (PCV) System
A closed crankcase ventilation system is used in order to provide a more complete scavenging of the crankcase vapors. Fresh air from the air filtration
system (air cleaner) is supplied to the crankcase, mixed with blow-by gases, and then passed through a crankcase ventilation valve into the intake
manifold. There are two ports, one each per valve cover that need to be connected to the engine oil separator canister located on the right front of the
engine. Then the third tube needs to be routed to the air filtration system (air cleaner). This connection needs to be between the Mass Air Flow meter
(MAF) and the engine throttle body. The air for PCV needs to be measured by the MAF, in order for proper engine operation. See below image for
proper installation.
PCV HOSE
ROUTING
Variable Camshaft Timing
This engine has the ability to vary the camshaft position versus the piston position. If you chose to use the Chevrolet Performance engine controller kit,
then it will vary camshaft timing to improve emission and fuel economy, while still producing great power. At idle, for example, the cam is at the full
advanced position, allowing exceptionally smooth idling. Under other conditions, the phaser adjusts to deliver optimal valve timing for performance,
drivability and fuel economy. At high rpm it may retard timing to maximize airflow through the engine and increase horsepower. At low rpm it can
advance timing to increase torque. Under a light load, it can retard timing at all engine speeds to improve fuel economy. A vane-type phaser is installed
on the front of the camshaft to change its angular orientation relative to the sprocket, thereby adjusting the timing of valve operation on the fly. It is a
dual-equal cam phasing system that adjusts camshaft timing at the same rate for both intake and exhaust valves. The system allows linear delivery of
torque, with near-peak levels over a broad rpm range, and high specific output (horsepower per liter of displacement) without sacrificing overall engine
response, or drivability. It also provides another effective tool for controlling exhaust emissions.
LT1 E-ROD Instruction Sheet
ALL INFORMATION WITHIN ABOVE
Date
BORDER TO BE PRINTED EXACTLY
20MY19
AS SHOWN ON 8.5 x 11 WHITE 16
POUND NON-BOND RECYCLABLE
03OC19
PAPER. PRINT ON BOTH SIDES,
EXCLUDING TEMPLATES. TO BE
UNITIZED IN ACCORDANCE WITH
GMCCA SPECIFICATIONS.
CONNECT TO CLEAN SIDE
OF AIR CLEANER
Rev 03OC19
Revision Auth
Init Rel – Blake Nye
NA
Rev – Blake Nye
NA
PART No.
19418603
DR
Installation Instructions
Title
LT1 E-ROD
19418603
PART No.
SHEET
5 of 69
SHEET 5 of 69