Please explain where this gen v power is coming from
06-29-2015, 12:18 PM
#1
On The Tree
Thread Starter
Please explain where this gen v power is coming from I know they are DI, vvt, and a little higher compression. I read the heads are 12 degrees vs 15 for gen iii.
416 ft/lbs on e85 from the 5.3? That's amazing. 383 on gas is also great.
I couldn't find e85 power specs for the 6.2.
The compression itself shouldn't be worth much, the DI shouldn't be worth much, and the vvt shouldn't be worth much over the gen iii.
Is it the 12 degree heads?
How are they gaining so much power with e85? E85 itself isn't worth much. Is it the added timing freed up by the higher octane?
This is very exciting to me to finally have a good gas engine that can potentially tow anything I have AND get good fuel mileage.
416 ft/lbs on e85 from the 5.3? That's amazing. 383 on gas is also great.
I couldn't find e85 power specs for the 6.2.
The compression itself shouldn't be worth much, the DI shouldn't be worth much, and the vvt shouldn't be worth much over the gen iii.
Is it the 12 degree heads?
How are they gaining so much power with e85? E85 itself isn't worth much. Is it the added timing freed up by the higher octane?
This is very exciting to me to finally have a good gas engine that can potentially tow anything I have AND get good fuel mileage.
06-30-2015, 08:34 AM
#2
It's a whole bunch of things, not just one. More the combination as a whole.
E85 with DI and higher compression will certainly gain some power. However, this I believe is the first time we're seeing 5.3s with the newer style rectangular heads. Up until now all Gen IV 5.3s came with 243/799 castings. So that right there most definitely helped.
E85 with DI and higher compression will certainly gain some power. However, this I believe is the first time we're seeing 5.3s with the newer style rectangular heads. Up until now all Gen IV 5.3s came with 243/799 castings. So that right there most definitely helped.
07-01-2015, 12:03 AM
#3
12 and 12.5 degree valves, they are canted so they better flow from both. Raised intake runners make power even if they did it just to clear the injectors. Intake no longer has about 7% loss in air flow for fuel volume. Cam phasing is now progressive and not just 2 positions. Probably some other things as I have not got to tear into one yet myself. Higher compression is also good. 6.2L or L86 motor at least in the truck isn't E85. Mine put 355HP and 399TQ to the wheels.
07-01-2015, 06:58 AM
#4
On The Tree
Thread Starter
The head intake port is also smaller than the l92 correct? The lt1 makes considerably more torque after 1500 rpms than the ls3. Stroker numbers.
Hopefully the longevity is as good as the gen 3 and 4.
Hopefully the longevity is as good as the gen 3 and 4.
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07-18-2015, 11:07 AM
#11
On The Tree
Thread Starter
So I just have to put cookies in my ly6 and it will make lt1 power?
Hopefully gen6 is still v8 and not turbo v6.....and hopefully the ecm is not impossible to tune since gm is trying to put the kabosh on that.
I'm just amazed at far the power has come since the "efficient" vortec head.
Hopefully gen6 is still v8 and not turbo v6.....and hopefully the ecm is not impossible to tune since gm is trying to put the kabosh on that.
I'm just amazed at far the power has come since the "efficient" vortec head.
07-24-2015, 08:25 AM
#12
DI helps ALOT. This tech has been around a while. it was in Sea-Doo watercraft back in 02/03. Time will tell
07-26-2015, 09:54 AM
#15
OMC (evinrude/johnson) had DI two strokes in the late 90's using FICHT injectionn, Polaris, and Arctic cat both used it on their watercraft.
Yamaha released a HPDI 2 stroke engine in 2000, technology is very similar to what is used in today's GDI car engines, it used a belt drive pump instead of one driven off a cam lobe
Yup
