The ECU is the biggest bugbear!

 

The article about the release stated the flow capability of the pump and injectors, it was much higher than needed for the stock 'vette. Remember to pay for this tech, they have to sell a lot of it. The fuel system will have been designed with a lot of head room, and probably with flex fuel capability, on top of that.

The biggest hurdle will be tuning, no one will bother to develop parts that actually make any power for this engine until they are able to change the fuel and timing so the power can be made

 

2-3 years tops. I'm sure somebody will have something in about 2, but 2-3, possibly 4 before the whole community catches on and begins to produce quality stuff that is sure fire.

 

I'm wondering if the pcm self tunes. There are a couple aftermarket pcm's that will do that these days. I'm sure it has it's limits but with such large injectors in it stock it's limit might be pretty high.

 

And I believe this will be the new engine in the Chevy SS Sedan with a re-tweaked trans and lighter body than the g8.... wishful thinking

 

This may be a stupid question but, What would prevent someone from running this new engine on an older pcm?

 

Probably the direct injection..

 

yep

Frankly I'd just add headers, exhaust and 2 rear mounted hair dryers as soon as fuel and timing can be safely modified to suit. Turbos are the ultimate bolt on

 

Are the electronics of the injectors that different. I understand the timing and flow characteristics would be different for them but that would be part of the tuning process to get that corrected.

 

I'm willing to bet there might be a possible injector timing like a diesel..just a thought.

 

This is what Im thinking. Current and previous ECU's had static engine models to represent efficiency based on rpm/map or in the later case a larger number of parameters. Its possible for this to be dynamically adjusted by the ECU like fuel trims I guess.

If it runs a MAF that will do some of the work, the newer maf's measure more flow and the ECU's now handle larger injector and airflow values. So for minor mods Id say it would be ok.

Im thinking higher ratio rockers, full exhaust maybe some intake work depending on how much restriction the stock intake has etc.

So its going to be bolt on's for the first year or so. Things will really take off if/when the ECU gets cracked.

 

As for the injectors, I wonder how fast the aftermarket will develop one?

Will larger ones have to be made or will the fuel timing just have to be adjusted to compensate for mods?

 

Some thinking out loud that I posted on another forum:


Maybe it's a minor detail, but the LT1 intake isn't as pleasing to the eyes as the LS intakes, which is a shame because those now mandatory engine covers make a good sauna for your engine. Also, that intake looks to be much lower profile, choking overall plenum volume and flow path (from inlet to runners) with its collapsed shape. This leads me to believe that an intake port won't be as effective as in the past, but an intake swap will be more effective.

I wouldn't doubt they've improved runner flow, but overall plenum volume is definitely lessened. Seeing as how the fuel rail is now underneath the intake, and much bulkier, the plenum had to shrink in height to maintain the same overall engine height (which it seems to be doing). Look at the cutaway to see how much room there is between the plenum floor and the runners, and compare that to the old LS intakes, especially LS2/3/7, which you could completely reach your arm all the way into, under the runners. I just think it will really make a difference if taller aftermarket intakes start coming out, as the porters have only started realizing in the past few years how much more can be gained from scooping out intake plenums, besides the runner porting (details). We all know how exciting it is to start seeing a new Chevy small block getting tweaked in the aftermarket!

Reference Pictures:

Intake. Notice that it doesn't seem particularly tall.


Cutaway. Notice how little room there is between the floor and the runners. It also looks like it has a lot of blockage in there, rather than the more or less smooth floor we have now.


Fuel system. This is what the intake has to crawl over and around. It's easy to see that the path to the ports can't be as "direct," but must be a little more up 'n over.

 

Are we lookin at the same pics??? That thing is wide open with the ports being raised that much. With the valve open you should see inside the cylinder now.

 

I wonder if they're going to be using tappets/followers. And the HP Fuel pumps are pretty expensive. A High pressure pump for my VW is $2000 from APR. And the HPFuel Pump tappet on the FSI engine has been an issue for a while. If you don't keep an eye on the replacement interval for the follower/Tappet, it wears out, then wears the cam out meanwhile dropping metal flakes, shavings and shrapnel into the engine. It's like a 40k mile change interval.

 

No links to non-sponsors please....Reckless

 

Cool technology going on there.....
http://www.zorly.com/speed-wars/LT1-...e-GM-Chevrolet
Click on the orange highlights for additional info

 

WOW that is a mess compared to the LS valley pan cover. Aftermarket has their work cutout for them. Fitting a roots syle SC gonna take alot of R&D and will probalby show in costs if it ever gets there.
THe fuel system and computer is definity gonna be the challenge to this as well. I forsee procharger getting alot more business due to that. Turbo companys are gonna have a field day trying to get boost in these things. If im not misstaken, that fuel "block" there on top looks afully like a fuel pressure regulator. doing a simple FPR upgrade isnt gonna be like it use to be.
Looks like i need to brush up on my automotive tech, cause we are gonna be busy with GMs new stuff coming out

 

This was my next concern, how far can you stretch the factory pumps? Im a diesel tech and I know from some engineers I spoke with at a Dodge class in ATL the CP3's Bosch makes have been tested up to 90,000 PSI. Doesnt necessarily mean its safe but there is wiggle room. Most guys I know with trucks run two CP3s not for pressure but for volume to supply the rail so it doesnt get sucked down. Cant wait to see real world specs. Being a year out theres no telling what will change before the first set of tires start to roast.

 

I'm not a LS guru by any means but I believe you would need a new fuel pump, injectors, lines and new engine management system for DI.