GEN V External Engine
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.
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This seciton is for bolt ons, so the camshaft stuf really should go in internal. But, there are some concerns with it, epsecially as JL-Ws6 has pointed out with cam flex.
So, things like headers which are going to be an issue with the relocated exhaust ports.
For FAST to develop an intake, we proably need to see how good (or bad) the new intake is.
It looks to be a lot of new tooling in the aftermarket.
So, things like headers which are going to be an issue with the relocated exhaust ports.
For FAST to develop an intake, we proably need to see how good (or bad) the new intake is.
It looks to be a lot of new tooling in the aftermarket.
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with how fast a LOT of stuff came out for the Coyote 5.0... theyll probably have stuff out before the first vette is sold to the "public"...lol
If I recall, it was almost 2000 before the first reasonably priced upgrades started hitting the market for the gen 3 engines. Before that, it was just the slp junk and overpriced GM counter upgrades.
with how fast a LOT of stuff came out for the Coyote 5.0... theyll probably have stuff out before the first vette is sold to the "public"...lol
And that's with a relatively similar architecture from LS1/2/6 to LS3/7/9. This all new Gen 5 stuff will probably take even longer due to the DI aspect of it and how different the cam and heads really are compared to the Gen 3/4 stuff.
The block is very similar. I bet the crank is not much different (other than being forged). Pistons have to be different in order for DI to work properly. The biggest departure is in the heads and cam.
Well they needed room for the fuel pump lobe at the back of the cam for one thing, but it's about time for a generational change to make sweeping improvements after what 15 years since the LS1 came out?
Yeah like bww said this would be very well the case for bolt-ons. Internal stuff will take a while. I mean look how long it took for aftermarket LS3/rectangular port castings to come out. And even now there are relatively few choices out there compared to cathedral ones.
And that's with a relatively similar architecture from LS1/2/6 to LS3/7/9. This all new Gen 5 stuff will probably take even longer due to the DI aspect of it and how different the cam and heads really are compared to the Gen 3/4 stuff.
And that's with a relatively similar architecture from LS1/2/6 to LS3/7/9. This all new Gen 5 stuff will probably take even longer due to the DI aspect of it and how different the cam and heads really are compared to the Gen 3/4 stuff.
I think the reason rectangle port stuff didn't take off as fast as far as the aftermarket is concerned is because the factory stuff is so good in stock form. There are only a very small percentage of people that actually need ported heads and other things.
In the case of the cathedral port stuff, it doesn't take much more than a medium sized cam to out run the capabilities of the stock heads and intake, even the ls6 intake can only breathe up to about 6200 before it starts to stall out.
I think cams are going to be the most difficult to figure out. It's a totally different head, requiring different flow characteristics, then you throw Di on top of that. Think about how long it took people to figure out that traditional ls1 split cams wouldn't work with ls3 style heads.
I think cams are going to be the most difficult to figure out. It's a totally different head, requiring different flow characteristics, then you throw Di on top of that. Think about how long it took people to figure out that traditional ls1 split cams wouldn't work with ls3 style heads.