Gen V LT1
Gen V LT1 http://www.lsxtv.com/news/breaking-n...-block-reveal/
- Engine type: 90-degree V-8 with overhead valves; continuous VVT
- Displacement: 6.2L (376 cubic inches)
- Bore x Stroke (in / mm): 4.06 x 3.62 / 103.25 x 92
- Cylinder block: cast aluminum with nodular main caps
- Main bearing fasteners: six, including two cross-bolts per cap
- Crankshaft: forged steel
-Connecting rods: powder metal, 6.125 inches in length
-Pistons: eutectic aluminum alloy
- Compression ratio: 11.5:1
- Cylinder heads: 319-T7 cast aluminum with 59.02cc combustion chambers
- Valve angles (degrees): 12.5 intake, 12 exhaust
- Intake valves: 2.13 inches (54mm) hollow
- Exhaust valves: 1.59 inches (40.4mm) hollow sodium
- Camshaft: Hydraulic-type with tri-lobe for fuel-pump drive
- Camshaft lift: 0.551-inch (14mm) intake / 0.524-inch (13.3mm) exhaust
- Camshaft duration: 200-degrees intake / 207-degrees exhaust (at 0.050-inch)
- Lobe separation angle: 116.5 degrees
- Fuel delivery: direct injection
- Intake manifold: “runners in a box” design; composite construction
- Throttle: 87mm electronically controlled throttle body
- Ignition: 58X with individual coil-on-plug and iridium-tip spark plugs
- Horsepower / kW: 450 / 335 (estimated)
- Torque – lb.-ft. / Nm: 450 / 610 (estimated)
- Max. engine speed 6,600 rpm (fuel cutoff)
- Engine type: 90-degree V-8 with overhead valves; continuous VVT
- Displacement: 6.2L (376 cubic inches)
- Bore x Stroke (in / mm): 4.06 x 3.62 / 103.25 x 92
- Cylinder block: cast aluminum with nodular main caps
- Main bearing fasteners: six, including two cross-bolts per cap
- Crankshaft: forged steel
-Connecting rods: powder metal, 6.125 inches in length
-Pistons: eutectic aluminum alloy
- Compression ratio: 11.5:1
- Cylinder heads: 319-T7 cast aluminum with 59.02cc combustion chambers
- Valve angles (degrees): 12.5 intake, 12 exhaust
- Intake valves: 2.13 inches (54mm) hollow
- Exhaust valves: 1.59 inches (40.4mm) hollow sodium
- Camshaft: Hydraulic-type with tri-lobe for fuel-pump drive
- Camshaft lift: 0.551-inch (14mm) intake / 0.524-inch (13.3mm) exhaust
- Camshaft duration: 200-degrees intake / 207-degrees exhaust (at 0.050-inch)
- Lobe separation angle: 116.5 degrees
- Fuel delivery: direct injection
- Intake manifold: “runners in a box” design; composite construction
- Throttle: 87mm electronically controlled throttle body
- Ignition: 58X with individual coil-on-plug and iridium-tip spark plugs
- Horsepower / kW: 450 / 335 (estimated)
- Torque – lb.-ft. / Nm: 450 / 610 (estimated)
- Max. engine speed 6,600 rpm (fuel cutoff)
Staging Lane
Joined: Aug 2009
Posts: 65
Likes: 1
From: Snohomish, WA
Here's the article: http://wot.motortrend.com/next-gen-l...ch-280365.html
Sacrilege!!!!!! 
Wonder how hard that swap is gonna be? Plug n play with existing computers? Probably have to get rid of the displacement on demand and variable valve timing though. Then you run into the always-present limitations of injector sizing that direct injection guys get saddled with.
I see the following happening:
$800 camshafts
$500 springs
$1,500 injectors
$1,200 intake manifold to make a swap work.
But all worth it if going forced induction, as that sweet forged bottom end should be holding ALOT of power! GT500 guys will be pissed.
Wonder how hard that swap is gonna be? Plug n play with existing computers? Probably have to get rid of the displacement on demand and variable valve timing though. Then you run into the always-present limitations of injector sizing that direct injection guys get saddled with.
I see the following happening:
$800 camshafts
$500 springs
$1,500 injectors
$1,200 intake manifold to make a swap work.
But all worth it if going forced induction, as that sweet forged bottom end should be holding ALOT of power! GT500 guys will be pissed.
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just got a huge rager!! 