Gen V information said to be released in Detroit 24/10?

[CLUBRED]

Someone in the comments noted the 3.6L in the video, but looking at the other text - VF....


Also note the test date, March 2008.

[Jag530G]

I can't believe the LT1 is still using a pushrod design. An all new engine that utilises dinosaur technology... And it is AFM equipped, because performance and AFM has been so great in the past.... Im pretty disappointed.

On the plus side, It definitely makes owning a 6L GenIV feel like your not missing out on anything new! So I guess that's good?

GM Gen V 6.2L V8 as fitted to the C7: 335Kw and 600Nm, push rod, 2 valves per cylinder.
Merc AMG 6.2L V8 as fitted to the C63: 336Kw and 600Nm, quad cam, 4 valves per cylinder. And don't forget the AMG engine is pretty much a hand built job, the Gen V is (very) mass produced.

Yes, I know the AMG comes in higher states of tune for the E63, 386Kw and 700Nm, but this Gen V is simply the initial base engine, have no doubt that tuned up versions will offer much more. The fact is GM should stick with the pushrod design, it is cheap, dependable and money can be spent on improving other things, such as combustion chamber design, manifolds, variable valve timing, direct injection, piston coolers etc.

I just hope the engine mounts and transmission bolt pattern is the same as the Gen III and Gen IV. Hello retro-fit!!!

Cheers, Matthew

[Plenty]

Someone in the comments noted the 3.6L in the video, but looking at the other text - VF....


Also note the test date, March 2008.

Strange thought that the devolpment for an engine made here was being tested by GM USA, could it be the TT 3.6l V6 we've been waiting for since the Torana concept?

Twin Turbo V6

[Jag530G]

Strange thought that the devolpment for an engine made here was being tested by GM USA, could it be the TT 3.6l V6 we've been waiting for since the Torana concept?

Twin Turbo V6

I think you'll see the twin turbo V6 in the Cadillac ATS-V. Cadillac's recent Ciel show car featured a TTV6, so it's on the cards. Looks like GM have got a bit more power out of it too. The Torana TT was reported as having around 280Kw, now GM are reported as getting over 310Kw for the Ciel.

Cheers, Matthew

[surfwagon]

I can't believe the LT1 is still using a pushrod design.

If you had dug deeper into the subject you would find that since this engine, like the LS1 then LS2, LS3, LS7 and LS9 were primarily designed for the Corvette with the goal to keep the engine height as low as possible.
Look at what Ford has had to do to accomodate thier overhead cams engines in our Fords and the frontal height of the current Mustang when compared to the current Comaro

[Magnum9]

Someone in the comments noted the 3.6L in the video, but looking at the other text - VF....

That's a parameter readout box for water flow in litres per minute, not a description on which car they are testing, all the descriptions are at the bottom of the screen.

[Plenty]

That's a parameter readout box for water flow in litres per minute, not a description on which car they are testing, all the descriptions are at the bottom of the screen.

As it appears to be American would it not read in imperial rather than metric?

[calais190]

If you had dug deeper into the subject you would find that since this engine, like the LS1 then LS2, LS3, LS7 and LS9 were primarily designed for the Corvette with the goal to keep the engine height as low as possible.
Look at what Ford has had to do to accomodate thier overhead cams engines in our Fords and the frontal height of the current Mustang when compared to the current Comaro

Have you seen what is being accomplished with the Mustangs in the States in relation to outright power? The engines seem to be much more capable than the ZL1 Camaro with the LSA... I never said pushrods weren't a cost effective way to achieve power, if you refer to post #28 I quite openly agree that there is a lot of power to made and it's a very well proven design.

My point is, in this day and age with the technology available (and resources that GM have), a quad cam similar to the Miami would've been a bigger step forward than direct injection and VVT... When looking at the LS3, which is a 320kw 575nm crate motor with 6.2L capacity, the all new LT1 6.2L with 335kw and 600nm doesn't seem to be revolutionary in any way, shape or form.

I think maybe I was expecting too much.

[feistl]

I can't believe the LT1 is still using a pushrod design.

I still cant believe people don't get it....

The main reason the small block V8 has been so successful is down to a couple of simple reasons...

1. $/HP ratio.
2. Ease of upgrade offering great $/hp gains.

If GM changed to dohc or similar the price would go up, and while the engine would be technically better it would lose the appeal.

Thats a bit like saying "The reject shop should get better products in and charge more for them, then it would be a better shop". Well the truth is they have a target audience in mind, changing to a more expensive product means their competing for a different customer against the much bigger players.

I think the Gen V has achieved everything it needs to be to be successful in the market its competing in. Comparing it to engine 2-3 times the price is just, well, pointless.

[calais190]

I still cant believe people don't get it....

The main reason the small block V8 has been so successful is down to a couple of simple reasons...

1. $/HP ratio.
2. Ease of upgrade offering great $/hp gains.

If GM changed to dohc or similar the price would go up, and while the engine would be technically better it would lose the appeal.

Thats a bit like saying "The reject shop should get better products in and charge more for them, then it would be a better shop". Well the truth is they have a target audience in mind, changing to a more expensive product means their competing for a different customer against the much bigger players.

I think the Gen V has achieved everything it needs to be to be successful in the market its competing in. Comparing it to engine 2-3 times the price is just, well, pointless.

So if Ford can do it, why can't GM? I don't see their prices being any higher than GMs... FPV offer a supercharger and a quadcam V8 for a fair amount less than HSV offers their "cheap push rod technology"...

[IJ.]

Bit of a sidenote OHC is the older technology

[Troutman]

GM's DOHC Northstar engine went out of production in 2010.

http://en.wikipedia.org/wiki/GM_Prem...gine#Northstar

[ATOMIC MALOO R8]

GM's DOHC Northstar engine went out of production in 2010.

http://en.wikipedia.org/wiki/GM_Prem...gine#Northstar

and was on WARDS list as best engine for 1995 to 1997 so they must recon the new LT1 is better ?

[Xjas]

The quad cam LT5 V8 from the early 90s ZR1 Corvettes was a pretty neat motor as well, although not technically built by GM.

[Xjas]

And this quote (taken from another site) from a Corvette engineer gives a pretty good indication why quad cam was ditched in favor of a single cam.

from a book by retired Corvette Chief Engineer, Dave McLellan called "Corvette From the Inside"

"Why the Gen III Doomed the LT5

The contrast between the Gen III [LS1/LS6 engine] and the LT5 engine is striking. The LT5 is both taller and wider, as a result of its double overhead-cam cylinder heads and its complex intake manifold. It became apparent that the next generation Corvette, if it were designed solely around the Gen III small block, could be significantly smaller and lighter than if it had to accommodate the LT5 engine.

Studies based on a large population of modern cars have given us the standard relationship between engine weight and total vehicle weight. Increasing an engine's weight by one pound means that the total car's weight will likely increase by two pounds. We estimated that taking 80 lbs out of the Corvette's engine would allow us to remove another 80 lbs from the chassis. In the case of the Gen III, reducing the engine's length would also contribute significant savings. Weight reduction of this magnitude is only possible when you're designing a car from scratch.

The planned future LT5 engine, with its even more complex valve train, would have been 205 lbs heavier than the aluminum Gen III. Thus a Corvette designed around the Gen III aluminum engine would weigh around 405 pounds less than the same car designed to use the LT5. As a result, the LT5 engine would have had to generate 55 hp more than the Gen III, simply to compensate for the heavier car. With the Gen III generating 405 net hp and the future LT5 estimated at 475 net hp, the effective power gain would have been a mere 15 horsepower. And, given an estimated $25,000 price premium for the LT5 engine, the cost of this small increment of power is astronomical.

The Corvette had reached a crossroads. We could design the C5 around the LT5 engine or we could design a smaller, lighter car that was fitted like a glove around the Gen III small block. By opting for the smaller package, we could achieve ZR-1 performance at the price of a standard Corvette. This was too important an opportunity to ignore. As we explored it further, we convinced ourselves and Chevrolet that this was the right strategy for the next generation Corvette. This, however left us with the conundrum that the far-superior Gen III might seem, to the consumer, to be low tech.

The Gen III uses computer management to control fuel and timing, providing smoothness, high power, and efficiency -- a very high-tech feature, but earlier forms of control -- such as the four-valve combustion chamber -- were what the public perceived as modern technology. We knew that the Gen III LS1 would do just fine without these older features, as they came at such a high price, in terms of size, weight, and complexity. Like the consumer, we had been accepting the notion that complexity was good. Yet, here was one case where just the opposite was occurring. The simple solution was almost as powerful, and it was smaller, lighter, cheaper, and more fuel-efficient. Whether it was considered high-tech or not, the Gen III was the better engine. So, in the end, the only logical choice was to back the Gen III small block as the Corvette's engine of the future -- even if its roots dated back almost 50 years."