New LT1 for 2014 6.2l alum block
12-20-2012, 11:35 AM
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Bigg Gunz,
What is the material used on the rod and main bearings? I am building a twin turbo 3.6 LFX as we speak and just got the custom pistons in from Diamond to achieve a 10:1 cr.
Upon disassembly I noticed the mains on the lfx were orange, and after seeing the internals of the lt1, It got me wondering what it actually is.
What is the material used on the rod and main bearings? I am building a twin turbo 3.6 LFX as we speak and just got the custom pistons in from Diamond to achieve a 10:1 cr.
Upon disassembly I noticed the mains on the lfx were orange, and after seeing the internals of the lt1, It got me wondering what it actually is.
12-20-2012, 12:31 PM
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Bigg Gunz,
What is the material used on the rod and main bearings? I am building a twin turbo 3.6 LFX as we speak and just got the custom pistons in from Diamond to achieve a 10:1 cr.
Upon disassembly I noticed the mains on the lfx were orange, and after seeing the internals of the lt1, It got me wondering what it actually is.
What is the material used on the rod and main bearings? I am building a twin turbo 3.6 LFX as we speak and just got the custom pistons in from Diamond to achieve a 10:1 cr.
Upon disassembly I noticed the mains on the lfx were orange, and after seeing the internals of the lt1, It got me wondering what it actually is.
12-20-2012, 12:59 PM
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12-20-2012, 01:24 PM
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Bigg Gunz, what is the likely hood of this engine being in the SS Sedan? I'm really excited for that upcoming car, and anticipate the reveal in February, but there is little to no drivetrain/engine info available.
12-20-2012, 03:30 PM
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from the power output they are getting, I would guess the 5.3L will be all they get. which should be more than enough for a stock sedan. you still have caddys to kill the porsches and m5s
12-20-2012, 03:32 PM
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GM presentation on LT1 http://media.gm.com/media/us/en/chev...mallBlock.html
Halfway down the right side of the page is this link:
LT1 Presentation [pdf]
Halfway down the right side of the page is this link:
LT1 Presentation [pdf]
12-20-2012, 03:35 PM
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from what mr_gunnz said here, 6.2L is the most stable displacement to handle big power delivered by the big brother. it will be boosted, super variocammed, DI, and insane heads making the extra .8L of displacement you are looking for insignificant. the main objective with those features is to hold together.
12-20-2012, 03:43 PM
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12-20-2012, 03:51 PM
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Bigg_Gunz can you elaborate on the rpm stability of the new gen V? Is the 6600 rpm rev limit binding for all future releases, is it as magical as the stroke the engineers are sticking with? What is the first limiting parameter or component in the equation in raising the limiter: valve float, push rods, head flow, or something else.
In terms of wall strength, the block seems to have been toughened a lot. Could there be some gains from increasing bore without running the risk of sleeve or block damage? In terms of casting material the previous gen saw several materials. Are we likely to see a variety of materials used for casings again? CGI?
I think we also need some open ended questions, maybe things we would not know to ask. What were some of the highly debated choices for this generation: 3 valve, variable valve control options, something else? What do you think was the highest achievement for GEN 5 SBC? Seems like the piston shape or ECU optimization are at the top.
In terms of wall strength, the block seems to have been toughened a lot. Could there be some gains from increasing bore without running the risk of sleeve or block damage? In terms of casting material the previous gen saw several materials. Are we likely to see a variety of materials used for casings again? CGI?
I think we also need some open ended questions, maybe things we would not know to ask. What were some of the highly debated choices for this generation: 3 valve, variable valve control options, something else? What do you think was the highest achievement for GEN 5 SBC? Seems like the piston shape or ECU optimization are at the top.
12-20-2012, 03:55 PM
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Being this car is a "specialty car" with limited production between 5000 - 10000 with more available upon demand, I would say its going to one up the GXP with refinements in interior, braking, and suspension. I would not expect to see anything less than the LT1 with a high possibility of a supercharged version. I also expect the pricing of this car to be 50k + whatever the dealer comes up with for "Market Value".
12-20-2012, 05:03 PM
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correct me if im wrong.
from what mr_gunnz said here, 6.2L is the most stable displacement to handle big power delivered by the big brother. it will be boosted, super variocammed, DI, and insane heads making the extra .8L of displacement you are looking for insignificant. the main objective with those features is to hold together.
from what mr_gunnz said here, 6.2L is the most stable displacement to handle big power delivered by the big brother. it will be boosted, super variocammed, DI, and insane heads making the extra .8L of displacement you are looking for insignificant. the main objective with those features is to hold together.
12-20-2012, 05:05 PM
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Sounds like the (no name) SS sedan will come with the LS3 initially and the LT1 soon after.
12-21-2012, 06:38 AM
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Bigg Gunz
Last edited by Bigg_Gunz; 12-21-2012 at 07:39 AM.
12-21-2012, 06:40 AM
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12-21-2012, 07:09 AM
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Bigg_Gunz can you elaborate on the rpm stability of the new gen V? Is the 6600 rpm rev limit binding for all future releases, is it as magical as the stroke the engineers are sticking with? What is the first limiting parameter or component in the equation in raising the limiter: valve float, push rods, head flow, or something else.
In terms of wall strength, the block seems to have been toughened a lot. Could there be some gains from increasing bore without running the risk of sleeve or block damage? In terms of casting material the previous gen saw several materials. Are we likely to see a variety of materials used for casings again? CGI?
I think we also need some open ended questions, maybe things we would not know to ask. What were some of the highly debated choices for this generation: 3 valve, variable valve control options, something else? What do you think was the highest achievement for GEN 5 SBC? Seems like the piston shape or ECU optimization are at the top.
In terms of wall strength, the block seems to have been toughened a lot. Could there be some gains from increasing bore without running the risk of sleeve or block damage? In terms of casting material the previous gen saw several materials. Are we likely to see a variety of materials used for casings again? CGI?
I think we also need some open ended questions, maybe things we would not know to ask. What were some of the highly debated choices for this generation: 3 valve, variable valve control options, something else? What do you think was the highest achievement for GEN 5 SBC? Seems like the piston shape or ECU optimization are at the top.
The block is solid .......night and day difference in terms of stiff and increased strength. It has to be for several reasons. The greatest achieve in the Gen 5 engine? The entire engine... this is the last v8 you'll ever see NOT only from GM but the other major automotive companies as well. This one will leave a legacy unchallenged we are sure of it.
Knowing that this would be the last V8 to be developed. We went all out and really didn't leave anything on the table. The greatest achievement of this engine is output is ground breaking and shattering depending on the level of performance we deem for a vehicle.
This is unquestionable, and this is by an lunar orbit the best engine to ever leave GM. And Three valve could still happen it is developed and real world proven. However we don't make the decision on what makes it into production.
From an engineering stand point my question to you is why would you want to bore this potential engine out? Why would you want to stroke it?
Bigg Gunz
Last edited by Bigg_Gunz; 12-21-2012 at 07:40 AM.
12-21-2012, 07:25 AM
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Bigg Gunz,
What is the material used on the rod and main bearings? I am building a twin turbo 3.6 LFX as we speak and just got the custom pistons in from Diamond to achieve a 10:1 cr.
Upon disassembly I noticed the mains on the lfx were orange, and after seeing the internals of the lt1, It got me wondering what it actually is.
What is the material used on the rod and main bearings? I am building a twin turbo 3.6 LFX as we speak and just got the custom pistons in from Diamond to achieve a 10:1 cr.
Upon disassembly I noticed the mains on the lfx were orange, and after seeing the internals of the lt1, It got me wondering what it actually is.
Bigg Gunz
12-21-2012, 07:30 AM
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correct me if im wrong.
from what mr_gunnz said here, 6.2L is the most stable displacement to handle big power delivered by the big brother. it will be boosted, super variocammed, DI, and insane heads making the extra .8L of displacement you are looking for insignificant. the main objective with those features is to hold together.
from what mr_gunnz said here, 6.2L is the most stable displacement to handle big power delivered by the big brother. it will be boosted, super variocammed, DI, and insane heads making the extra .8L of displacement you are looking for insignificant. the main objective with those features is to hold together.
Reliability, durability, under serve abuse conditions is all that matters in engine development. Displacement is just an output equation.
Bigg Gunz