2000Firehawk

iTrader: (248)

http://www.gm.com/explore/technology...LSA_Marine.pdf

“LSA” 6.2L V8 SC
Features & Benefits
Marine Engine
2009
The first production Gen-IV
supercharged V8 for the
marine industry
¶High flow cylinder head design with Swirl-Wing
technology
¶Enhanced valvetrain with offset intake rocker arms
to enable a more direct intake port
¶Returnless fuel injection with center feed stainless
steel fuel rail
¶103.25 mm bore block with structural improvements
and nodular iron bearing caps
¶New sumped pistons with 9.1:1 compression ratio
¶6.52 gms/sec. high flow injectors
¶1.9L /rev Roots type four lobe rotor supercharger
with 160 deg. rotor twist
¶Integrated single brick charge air cooler
¶Piston oil spray cooling
¶Forged steel crankshaft
¶Four active layer MLS head gasket
¶Stacked plate aluminum oil cooler
MEFI-5 (Marine
Electronic Fuel
Injection - Fifth-
Generation), is an
advanced engine
controller capable
of meeting all the
emissions, OBD-M
and driveability
requirements of
marine applications.
Available Options
¶An electronic control module (ECM) and related
hardware are available in kit form. The ECM uses
state-of-the-art technology to optimize fuel and
spark control
¶“LSA” acoustic cover and related mounting hardware
are available in kit form
¶GM-designed accessory drive components will be
available in kit form (includes supercharger drive
parts)
“LSA” 6.2L V8 SC Marine
( Premium Fuel Required )
New for
2009
2009
“LSA” 6.2L Feature Focus
Considered by many as a key “new” member in our
“Image” engine category, the “LSA” makes its debut
for marine applications in the 2009 model year. The
“LSA” introduces the first production supercharged
Gen-IV small block engine to the marine industry
and is slated to exceed customer expectations with
outstanding overall performance.
Supercharger Assembly
High efficiency, low noise front
drive supercharger assembly
with throttle inlet adapter
Supercharger Rotor Set
Four-lobe “TVS” rotor set
with 160 degree twist
Oil Cooler Assembly
Stacked plate aluminum oil
cooler for direct mounting to oil
pan (requires closed cooling).
Right Rear Engine View
(shown with Flexplate,
as shipped)
Sumped 9.1:1 Piston
Cast hypereutectic coated skirt
piston with sump in dome for
compression control.
Charge Air Cooler
Assembly
Integrated single brick
tube and fin charge air
cooler with rear coolant
entry (requires closed
cooling)
Piston Squirter
Block-mounted oil squirter for
piston cooling
Swirl Wing
Swirl Wing Cylinder Head
Cast aluminum cylinder
head with wing in inlet
port to induce combustion
chamber swirl
2009 "LSA" 6.2L V8 (LSA)
HORSEPOWER (hp)
540 hp (403 kW)
@ 5400 rpm (Preliminary/Estimated)
540 lb-ft (732 Nm)
@ 4000 rpm (Preliminary/Estimated)
766
(30.15)
740
(29.13)
Specifications
2009
© 2008 General Motors Corporation
PRINTED IN U.S.A. 02/05/08
www.gmpowertrain.com
GM Powertrain
Type: 6.2L Gen-IV V8 Small Block
Displacement: 6162 cc (376.0 ci)
Compression Ratio: 9.1:1
Valve Configuration: Overhead Valves
Assembly Site: Silao, Mexico
Valve Lifters: Hydraulic Roller
Firing Order: 1 - 8 - 7 - 2 - 6 - 5 - 4 - 3
Bore x Stroke: 103.25 x 92 mm
Fuel System: Sequential Fuel Injection
Fuel Type: Premium Fuel Required
Engine Orientation: Longitudinal
Valves Per Cylinder: 2
Bore Center (mm): 111.76
Engine Mass: 467 lbs (212 kg)
Horsepower:
540 hp (403 kW) @ 5400 rpm (Preliminary/Estimated)
Torque:
540 lb-ft (732 Nm) @ 4000 rpm (Preliminary/Estimated)
Actual power levels may vary depending on OEM calibration
and application.
Fuel Shutoff: 5600 rpm
Materials:
Block: Cast Aluminum
Cylinder Head: A356-T6 Rotocast Cast Aluminum
Intake Manifold: Cast Aluminum
Exhaust Manifold: High Silicon/High Moly Cast Iron
Main Bearing Caps: Nodular Iron
Crankshaft: Forged Steel
Camshaft: Hollow Steel
Connecting Rods: Forged Powder Metal
Additional Features: 1.9 L/rev Supercharger
Integrated Single Coolant To Air
Intercooler
Requires closed cooling system
Piston Oil Spray Cooling
Direct Mount Ignition Coils
Actual power levels may vary depending on OEM calibration and application.
Plot depicted represents Marine “LSA” engine as tested with Premium Fuel
(Preliminary/Estimated values).

Bill00Formula

iTrader: (4)

That's pretty interesting since they aren't even available in cars yet.

It's funny how mercruiser still hasn't even been using the LS style motors.

shift123

iTrader: (12)

http://www.mercurymarine.com/engines...x_features.php

Bill00Formula

iTrader: (4)

I'm almost 100% sure that is not an LS based motor.

SMKN TA 95

iTrader: (46)

The engine listed at the top, the LSA, is an LS based engine. The link Bill posted is NOT an LS based engine, and the description has nothing to do with the LSA.

briannutter

The LSA is the caddy CTSV+ motor...the little brother to the LS9

Bill00Formula

iTrader: (4)

The mercruiser is based on the pre LT1 gm motor. I'm not sure why mercruiser has't incorporated the new gm motors (not so new anymore) in their line up, maybe cost.

NoMoreFWD

iTrader: (1)

That motor is a detuned ZR-1 vette motor for any of the confused people.

Project GatTagO

iTrader: (7)

Andrew

reboot04

1. Mercury Marine / Mercruiser has absolutely NO consideration of cost. If you think a crate LS7 or 532 is spendy price out anything from Merc that makes HP. Current(ish) pricing for Merc sterndrive engines:

• HP525EFI $33,750
• HP600SCI $47,387
• HP850SCI $88,000
• HP1075SCI $100,000

2. Mercury Marine has, can, and will build almost anything that they like, but

3. Nobody wants to mass produce an all aluminum engine for the general marine market (except apparently GM)

4. I would run away from an aluminum LS based marine engine as fast as I possibly could.

Just my two bits