GEN V External Engine
11-03-2012, 10:50 AM
#22
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
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
11-04-2012, 03:51 PM
#23
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.
11-04-2012, 04:10 PM
#24
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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.
11-04-2012, 11:58 PM
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11-06-2012, 05:31 PM
#28
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11-06-2012, 07:01 PM
#29
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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.
11-08-2012, 02:02 PM
#31
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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.
11-17-2012, 08:29 AM
#33
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.
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.
11-18-2012, 01:59 PM
#35
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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.
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.
Last edited by bayer-z28; 11-18-2012 at 02:07 PM.
11-24-2012, 10:40 AM
#38
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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.
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.
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
11-24-2012, 07:28 PM
#39
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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
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
12-29-2012, 07:30 AM
#40
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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.