J-Rod

This section is to discuss external "bolt on" modifications to the new GEN V (LT1) engine

redtan

iTrader: (5)

Yayy.

zamora7

iTrader: (4)

Ive got lt's, cam, heads, intake, 300hp shot of the n2o, with a turbo and a supercharger all tuned by me. So much for impossible to tune.

Tainted

iTrader: (9)

Hope its not a let down like the other lt1

the_merv

iTrader: (88)

I wonder how long it will take FAST to have an Intake for it..let alone anyone to have Aftermarket parts.

The Cam might be a tad expensive for a few years..

Sail Hatan

God my gen 3 ls1 is like ancient technology.

-TheBandit-

iTrader: (1)

Why? There's nothing super special about that cam. Grinding a triangular lobe to drive a pump isn't all that different from grinding a normal cam lobe and it's been done for diesel applications for eons.

I do wonder if higher flowing HP pumps to support additional HP will require either different lobe profiles or (gasp) dual lobes. I can imagine a valley cover that allows two HP pumps to run off the same lobe - now that could support some power!

Biggest challenge I think for the hotrodding community will be engine control & tuning. The other stuff is not that different from the traditional LSx.

J-Rod

This seciton is for bolt ons, so the camshaft stuf really should go in internal. But, there are some concerns with it, epsecially as JL-Ws6 has pointed out with cam flex.

So, things like headers which are going to be an issue with the relocated exhaust ports.

For FAST to develop an intake, we proably need to see how good (or bad) the new intake is.

It looks to be a lot of new tooling in the aftermarket.

trumperZ06

With the exception of "headers" and possible air filter,

my guess is that it will be a while before the after market catches up.

Wnts2Go10O

iTrader: (12)

with how fast a LOT of stuff came out for the Coyote 5.0... theyll probably have stuff out before the first vette is sold to the "public"...lol

bww3588

iTrader: (49)

Probabty bolt on's and such, but internal stuff will be a while. I bet the biggest amount of stuff won't come out until variants hit the camaro and trucks when people can actually afford to get their hands on one. I'd say, major internal upgrades are about 5 years out. Hell, we won't even see the first one in a vette on lots until this time next year, a year after that in the camaro, And probably another year before it hits trucks.

If I recall, it was almost 2000 before the first reasonably priced upgrades started hitting the market for the gen 3 engines. Before that, it was just the slp junk and overpriced GM counter upgrades.

ChucksZ06

iTrader: (9)

I believe the trucks will have the new engines sooner this time, actually about the same time as the corvettes.

redtan

iTrader: (5)

Yeah like bww said this would be very well the case for bolt-ons. Internal stuff will take a while. I mean look how long it took for aftermarket LS3/rectangular port castings to come out. And even now there are relatively few choices out there compared to cathedral ones.

And that's with a relatively similar architecture from LS1/2/6 to LS3/7/9. This all new Gen 5 stuff will probably take even longer due to the DI aspect of it and how different the cam and heads really are compared to the Gen 3/4 stuff.

Somebody09

Not sure how feasible it would have been, but I wish they could have added direct injection to the current LSx. Why couldn't it simply have been a head-swap?

SSCamaro99_3

iTrader: (1)

The block is very similar. I bet the crank is not much different (other than being forged). Pistons have to be different in order for DI to work properly. The biggest departure is in the heads and cam.

-TheBandit-

iTrader: (1)

Well they needed room for the fuel pump lobe at the back of the cam for one thing, but it's about time for a generational change to make sweeping improvements after what 15 years since the LS1 came out?

the_merv

iTrader: (88)

From the pic I saw it was an extra lobe on it..unless I looked at it wrong..

bww3588

iTrader: (49)

Well said.

I think the reason rectangle port stuff didn't take off as fast as far as the aftermarket is concerned is because the factory stuff is so good in stock form. There are only a very small percentage of people that actually need ported heads and other things.

In the case of the cathedral port stuff, it doesn't take much more than a medium sized cam to out run the capabilities of the stock heads and intake, even the ls6 intake can only breathe up to about 6200 before it starts to stall out.

bww3588

iTrader: (49)

I think cams are going to be the most difficult to figure out. It's a totally different head, requiring different flow characteristics, then you throw Di on top of that. Think about how long it took people to figure out that traditional ls1 split cams wouldn't work with ls3 style heads.

Wnts2Go10O

iTrader: (12)

it didnt take that long. also, R&D is radically different from what it was just 5 years ago