Automotive News, Media & Press - First peek at the all new Gen V small block V8! :-)

http://www.lsxtv.com/news/first-peak-at-the-gen-v-v8-from-gm/

:cool:

http://cdn.speednik.com/files/2012/07/Screen-Shot-2012-07-16-at-8.23.33-AM.jpg

So many obvious changes, have no clue what they each mean..... :lol:

Is that a dry sump or a high pressure fuel pump?
Are those individual pyrometers for each cylinder?
Are those valve covers for a different rocker arm set-up?
Are those valve covers to house a third valve?
Are those valve covers to house the new DI injector location?
Are they going to a tall intake set-up?

That's a goofy lookin' water pump setup.

That's a goofy lookin' water pump setup.Just the water pump? The entire set up looks goofy to me. Of course, I'm only talking about the 1 photo and what I read in the article. It looks quite different.

So many obvious changes, have no clue what they each mean..... :lol:

Is that a dry sump or a high pressure fuel pump?
Are those individual pyrometers for each cylinder?
Are those valve covers for a different rocker arm set-up?
Are those valve covers to house a third valve?
Are those valve covers to house the new DI injector location?
Are they going to a tall intake set-up?

Probably the truck manifold. Doubt the base version of the engine will be dry sump. DI requires high pressure fuel.

Interesting but its still a guessing game..

im pretty sure this is gonna be DI. Its the taest and greatest thing and I cant see gm passing that up for their whole new gen V motors

im pretty sure this is gonna be DI. Its the taest and greatest thing and I cant see gm passing that up for their whole new gen V motors

I think you can take DI to the bank.

When I talked to Chevy Performance guys at powertour this year they all told me direct injection, trucks get iron, cars get aluminum, no compacted graphite. None of the guys I talked to would comment on trans bolt patterns. Vette first then the trucks.

None of that is really news to anyone.

Looking at that pic, whats weirdest to me is why would they bother moving the dipstick? The engine looks familiar and odd at the same time. Look for big power out of these engines, I think they are working on something special.

If Ford got 440hp out of the coyote, then the Gen V will be powerful. I just hope the 2014 SS gets it.

Probably the truck manifold. Doubt the base version of the engine will be dry sump. DI requires high pressure fuel.

there is what looks to be a belt drive pump on there. bottom center ;)

it could be an oil pump of sorts though

What are the big bumps in the valve covers for?

What are the big bumps in the valve covers for?

most likely injectors

there is what looks to be a belt drive pump on there. bottom center ;)

it could be an oil pump of sorts though

Yeah, I see it. Just can't fathom a reason to go back to a belt driven pump.

If you look closely at the belt driven pump you can see what appears to be a water tube right above it (brass fitting)

well, well, well.... gm goes to multi valve setup. good for them.


if it is in fact three valves, with two intake valves, a smaller engine...ie 5.5liters, and DI, output should be near other 5.5liter engines.

a 5.5 cannot use the square port ls3 head style. 250cc intake runner are just not compatible with 5.5 liters. AND a smaller port 2 valve heads will not flow enough that high output requires in OEM stock applications.


DI is not a magic wand for power. there is a small increase from DI in itself, but stratified combustion is the primary advantage. modified atkinson cycle....ie toyota pruis, ford escape. you cannot use the mofidied atkinson cycle(otto cycle) without DI.

Recently Atkinson cycle has been used to describe a modified Otto cycle engine in which the intake valve is held open longer than normal to allow a reverse flow of intake air into the intake manifold. The effective compression ratio is reduced (for a time the air is escaping the cylinder freely rather than being compressed) but the expansion ratio is unchanged. This means the compression ratio is smaller than the expansion ratio. Heat gained from burning fuel increases the pressure, thereby forcing the piston to move, expanding the air volume beyond the volume when compression began. The goal of the modern Atkinson cycle is to allow the pressure in the combustion chamber at the end of the power stroke to be equal to atmospheric pressure; when this occurs, all the available energy has been obtained from the combustion process.


cam in cam is really needed for pushrod engine to use this technology.

in order for a gaoline engine to approach diesel thermal efficiency, it needs to expand 30% more gas volume than it comnsumes. hold the intake valve open after BDC to reduce effective displacement, and DI the fuel.

It looks like GM ditched the center bolt valve cover design to a perimeter bolt design. Why would they ditch the simpler, proven design? GM obviously is making more room for the valvetrain. I will be extremely surprised if GM decided to switch to a 3 valve configuration. They have flirted the idea for many years so It could be a possibility. However, I still think the GEN V will remain a traditional 2 valve V8. I bet we see some big spring pockets for some nasty springs and huge intake and exhaust valves. More lift and rpms :devil:!

I dont think its going to be anything less than a 6.0l and I sure wouldnt hold my breath for 3 valves.. its jsut not GM's style for this kinda motor

3 valve and pushrods have already been R&D'd - GM found that they didn't make any more power with 3 valves vs 2 with a pushrod setup - this from the Gen IV LS7 that was developed for the C6 Z06.

IMHO, 3 valves is a waste of time, pushrod or OHC. If you go OHC you might as well just go DOHC and go 4 valves and eliminate the pushrods. GM is know for making power out of simple, reliable design - this is the progression I expect for Gen V's.

well, well, well.... gm goes to multi valve setup. good for them.


if it is in fact three valves, with two intake valves, a smaller engine...ie 5.5liters, and DI, output should be near other 5.5liter engines.


Those bumps are almost gauranteed to be Injectors as the spray path is directly into the chamber (most likely forced a move to perimeter bolts), 3 valves is covered above.

5.3 and 6.2 is the consensus for these. The econonic and fuel/power reasons have been covered in here before. 5.5 is racing only as it is a class requirement. The Magazines jump on it to fill print space.

Ok so how far can the DI pump and injectors be pushed past stock once people start modding them? On the norm does compression in a DI engines rise to the point of not being able to safely add boost?

DI is not a magic wand for power. there is a small increase from DI in itself, but stratified combustion is the primary advantage.True, the available increase in compression ratio that DI permits is likely the main contributor there. :nod: