Gen V Small Block
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GM Reveals Small-Block V-8 with Direct Injection - wardsauto.com
By Mike Sutton
Aug. 29, 2007
MILFORD, MI – Although General Motors Corp. is dividing its resources to cover all fronts of advanced powertrain development, the future of the auto maker’s foundation OHV small-block V-8 architecture appears secure with the advent of direct-injection gasoline (DIG) technology.
Among the various exhibits of engineering bravado on display at the auto maker’s proving grounds here, including two-mode hybrid-electric drivetrains, ultra-clean turbodiesels and homogeneous charge compression ignition flex-fuel engines, a seemingly untouched Cadillac Escalade stands out.
Emblazoned with giant E85 banners down its flanks, there is little to indicate the industry’s first OHV V-8 with DIG fueling lurks beneath the SUV’s pearl white hood.
The experimental engine is based on GM’s current all-aluminum Gen IV 6.2L V-8 (L92) found in the Escalade, GMC Yukon Denali and Hummer H2. Depending on the application, the powerplant, which sports port fuel injection, variable valve timing (VVT) and dual-cam phasing, is rated between 380-403 hp in stock form.
However, with a little tweaking to accommodate the auto industry’s latest fuel-injection hardware, the prototype V-8 is producing “well north of 450 hp (on gasoline),” says Dave Sczomak, development engineer-GM Powertrain Advanced Engineering.
Running the engine on E85 ethanol allows for even more power to be coaxed from the big V-8, he adds, noting the 85%/15% ethanol/gasoline mix generally carries a race fuel-like 106 octane rating.
Cruising the web of test roads onsite, the Escalade motors along smoothly with a characteristic large-displacement V-8 burble. However, mashing the gas from a standstill produces a wave of power that propels the big truck at a noticeably more rapid pace than the production version.
Along with the substantial increase in horsepower, DIG also contributes to about a 10% increase in low-end torque, Sczomak says. In addition, fuel economy is moderately improved (3-6%), as are cold-start emissions of hydrocarbons.
To accommodate the DIG fueling system, GM redesigned the L92 cylinder heads, rearranging the intake ports to make room for the eight high-pressure injectors that squirt fuel directly into the side of the combustion chamber at 2,250 psi (155 bar).
New dished pistons – similar to a diesel’s – were installed for added clearance of the injectors. They also contribute to a greater compression ratio (11.5:1 vs. 10.5:1), which can be employed because of the high-octane composition of E85 and the knock-reducing cooling effect of introducing fuel directly into the cylinder.
A modified engine controller manages the engine’s operation, while VVT and Active Fuel Management cylinder deactivation contribute to efficiency and refinement.
The development sounds like a no-brainer for improving nearly every aspect of the near-60-year-old small block’s performance.
However, Tom Stephens, group vice president-GM Powertrain and Quality, notes introducing a production DIG small block would “require the next-generation architecture” of the engine, or Gen V.
This primarily is due to the huge volumes of V-8 engines GM produces, Sczomak says, noting a radical change in cylinder-head design, for example, becomes a monumental undertaking when taking into account GM’s annual build of more than 1 million small block V-8s.
Fortunately, timing is on the auto maker’s side. The recent introduction of the ’08 Corvette’s 430-hp LS3 V-8, along with the release later this year of the ’08 Chevrolet Tahoe Hybrid’s 6.0L V-8, represent the last editions of the Gen IV engine family, Stephens says.
All subsequent introductions will be of the Gen V architecture and could have DIG fueling integrated from the ground up, especially considering the refinement of the current test engine’s operation. The greater specific output provided by DIG also would allow for greater engine downsizing, thereby improving fuel economy even further.
“GM would want to introduce this (DIG) on a high-profile vehicle, such as the new (Chevrolet) Camaro or (rear-wheel-drive) Impala,” Global Insight analyst John Wolkonowicz says, referring to the auto maker’s plans for new volume models based on its global RWD platform developed by GM Holden Ltd. in Australia.
The new Camaro, which originally was shown at the 2005 North American International Auto Show in Detroit, is expected to appear later next year as an ’09 model, with the all-new RWD Impala taking form sometime early in the next decade. Revisions for future generations of the Corvette and Chevrolet Silverado/GMC Sierra pickups are expected in the same timeframe, Wolkonowicz says.
By capitalizing on areas of significant improvement that remain untapped in its core engine lineup, while simultaneously amping up the arrival of its new hybrid-electric vehicles, clean diesels and hydrogen fuel cells, GM clearly is betting on an ever-fracturing market for advanced powertrains.
As a result, the iconic grumble of the small-block V-8 appears poised to remain a fixture of the automotive landscape for the foreseeable future.
GM Reveals Small-Block V-8 with Direct Injection - wardsauto.com
By Mike Sutton
Aug. 29, 2007
MILFORD, MI – Although General Motors Corp. is dividing its resources to cover all fronts of advanced powertrain development, the future of the auto maker’s foundation OHV small-block V-8 architecture appears secure with the advent of direct-injection gasoline (DIG) technology.
Among the various exhibits of engineering bravado on display at the auto maker’s proving grounds here, including two-mode hybrid-electric drivetrains, ultra-clean turbodiesels and homogeneous charge compression ignition flex-fuel engines, a seemingly untouched Cadillac Escalade stands out.
Emblazoned with giant E85 banners down its flanks, there is little to indicate the industry’s first OHV V-8 with DIG fueling lurks beneath the SUV’s pearl white hood.
The experimental engine is based on GM’s current all-aluminum Gen IV 6.2L V-8 (L92) found in the Escalade, GMC Yukon Denali and Hummer H2. Depending on the application, the powerplant, which sports port fuel injection, variable valve timing (VVT) and dual-cam phasing, is rated between 380-403 hp in stock form.
However, with a little tweaking to accommodate the auto industry’s latest fuel-injection hardware, the prototype V-8 is producing “well north of 450 hp (on gasoline),” says Dave Sczomak, development engineer-GM Powertrain Advanced Engineering.
Running the engine on E85 ethanol allows for even more power to be coaxed from the big V-8, he adds, noting the 85%/15% ethanol/gasoline mix generally carries a race fuel-like 106 octane rating.
Cruising the web of test roads onsite, the Escalade motors along smoothly with a characteristic large-displacement V-8 burble. However, mashing the gas from a standstill produces a wave of power that propels the big truck at a noticeably more rapid pace than the production version.
Along with the substantial increase in horsepower, DIG also contributes to about a 10% increase in low-end torque, Sczomak says. In addition, fuel economy is moderately improved (3-6%), as are cold-start emissions of hydrocarbons.
To accommodate the DIG fueling system, GM redesigned the L92 cylinder heads, rearranging the intake ports to make room for the eight high-pressure injectors that squirt fuel directly into the side of the combustion chamber at 2,250 psi (155 bar).
New dished pistons – similar to a diesel’s – were installed for added clearance of the injectors. They also contribute to a greater compression ratio (11.5:1 vs. 10.5:1), which can be employed because of the high-octane composition of E85 and the knock-reducing cooling effect of introducing fuel directly into the cylinder.
A modified engine controller manages the engine’s operation, while VVT and Active Fuel Management cylinder deactivation contribute to efficiency and refinement.
The development sounds like a no-brainer for improving nearly every aspect of the near-60-year-old small block’s performance.
However, Tom Stephens, group vice president-GM Powertrain and Quality, notes introducing a production DIG small block would “require the next-generation architecture” of the engine, or Gen V.
This primarily is due to the huge volumes of V-8 engines GM produces, Sczomak says, noting a radical change in cylinder-head design, for example, becomes a monumental undertaking when taking into account GM’s annual build of more than 1 million small block V-8s.
Fortunately, timing is on the auto maker’s side. The recent introduction of the ’08 Corvette’s 430-hp LS3 V-8, along with the release later this year of the ’08 Chevrolet Tahoe Hybrid’s 6.0L V-8, represent the last editions of the Gen IV engine family, Stephens says.
All subsequent introductions will be of the Gen V architecture and could have DIG fueling integrated from the ground up, especially considering the refinement of the current test engine’s operation. The greater specific output provided by DIG also would allow for greater engine downsizing, thereby improving fuel economy even further.
“GM would want to introduce this (DIG) on a high-profile vehicle, such as the new (Chevrolet) Camaro or (rear-wheel-drive) Impala,” Global Insight analyst John Wolkonowicz says, referring to the auto maker’s plans for new volume models based on its global RWD platform developed by GM Holden Ltd. in Australia.
The new Camaro, which originally was shown at the 2005 North American International Auto Show in Detroit, is expected to appear later next year as an ’09 model, with the all-new RWD Impala taking form sometime early in the next decade. Revisions for future generations of the Corvette and Chevrolet Silverado/GMC Sierra pickups are expected in the same timeframe, Wolkonowicz says.
By capitalizing on areas of significant improvement that remain untapped in its core engine lineup, while simultaneously amping up the arrival of its new hybrid-electric vehicles, clean diesels and hydrogen fuel cells, GM clearly is betting on an ever-fracturing market for advanced powertrains.
As a result, the iconic grumble of the small-block V-8 appears poised to remain a fixture of the automotive landscape for the foreseeable future.
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It'll be interesting to see where this goes, since we're inching closer to 2008... its already September... I hope it means very good things for the Camaro and Corvette. Wow, Gen V huh? Means that Ford's rumored FI 5.0 might be too little, too late.
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Looks kinda like dog bowl. It's got a freaking dish in the top for clearance. A concaved portion the is recessed for the sides of the piston.
I don't know if i like the idea of it being in the Camaro. Little to NO tuning has been achieved thus far on any DI engine. Mainly because of the ECU being un-hackable or too complicated. If someone stepped up and made a tuning prog. for it i'd be all over it. Til then i don't like the idea.
I can make much more power w/ the availabe engines, namely the LS3.
I don't know if i like the idea of it being in the Camaro. Little to NO tuning has been achieved thus far on any DI engine. Mainly because of the ECU being un-hackable or too complicated. If someone stepped up and made a tuning prog. for it i'd be all over it. Til then i don't like the idea.
I can make much more power w/ the availabe engines, namely the LS3.
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Originally Posted by djsanchez2
Looks kinda like dog bowl. It's got a freaking dish in the top for clearance. A concaved portion the is recessed for the sides of the piston.
I don't know if i like the idea of it being in the Camaro. Little to NO tuning has been achieved thus far on any DI engine. Mainly because of the ECU being un-hackable or too complicated. If someone stepped up and made a tuning prog. for it i'd be all over it. Til then i don't like the idea.
I can make much more power w/ the availabe engines, namely the LS3.
I don't know if i like the idea of it being in the Camaro. Little to NO tuning has been achieved thus far on any DI engine. Mainly because of the ECU being un-hackable or too complicated. If someone stepped up and made a tuning prog. for it i'd be all over it. Til then i don't like the idea.
I can make much more power w/ the availabe engines, namely the LS3.
I am SO glad that automakers are finally introducing E85 powered cars on a mass scale. Its something that has been long overdue IMO.
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Originally Posted by 1bdbrd
The owners of Mazdaspeed 3's and Mazdaspeed 6's are having good luck with tuning last I heard. The 3 can pick up close to 50-60hp from tuning alone.
When did they break into the ECU? I've heard the Mazda's have been untuneable thus far. I've also heard that the BMW 335 guys couldn't do anything BIG, with those because of the computer AND the turbo being part of the manifold.
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^^^ The 335's I knew about, I didnt know about the Mazdas either. Good news, since when the time comes, my econo-box will be a MazdaSpeed3.
The 335s were tapped into around the beginning of this year. VISHNU (the tuner, and no, thats not his real name
), is a customer at the Starbucks I managed before I changed stores, he talked about getting over 400hp and 440+ tq out of the 335's!! This was when they first came out. The tuning he's doing also looks stock to the BMW techs whenever a problem arises, so no warranties are voided... Pretty neat stuff He's doing out here in Danville.
The 335s were tapped into around the beginning of this year. VISHNU (the tuner, and no, thats not his real name
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Last edited by Mystic 98 TA; 09-01-2007 at 07:48 PM.
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Thanks for the dope!!! I really like the way this sounds. Sounds like we could have a 5.0 litre screamer in the Z/28 one day. Imagine what a 7.0 could do ![Happy](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_stretch.gif)
W
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W
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"Im gald too since my LT1 has looked like a dinosaur for 11 years now!"
Touche, I am just glad we are going to get DI in an engine. DI will make such a difference and make the Hemi and mod motors look incredibly antiquated.
W
Touche, I am just glad we are going to get DI in an engine. DI will make such a difference and make the Hemi and mod motors look incredibly antiquated.
W
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Originally Posted by ~JOSHUA
I'm glad to see it. (gen V) It's better than the current technology.
And also sad to see that the LS1 is starting to look like a dinosaur.
And also sad to see that the LS1 is starting to look like a dinosaur.
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Originally Posted by krayzie7th
sorry for the dumb question but, how does Direct Injection work?