Gen V LT1
#1
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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)
#5
Staging Lane
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Here's the article: http://wot.motortrend.com/next-gen-l...ch-280365.html
Sacrilege!!!!!! ![Grin](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_grin.gif)
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.
![Grin](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_grin.gif)
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.
![Grin](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_grin.gif)
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