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Old 05-18-2006, 11:42 AM   #1
mhoward1
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Default GM to Build 19 new engines

GM to introduce 19 new engines, powertrains
Thu May 18, 2006 1:53 PM BST
NEW YORK (Reuters) - General Motors Corp. (GM.N: Quote, Profile, Research) the world's largest automaker, on Thursday said it plans to introduce 19 new engines and powertrains that improve fuel economy and reduce emissions.

The powertrain lineup for its model year 2007 cars range from hybrids and small-block truck engines to those that use ethanol, the company said.

The Detroit company on Wednesday said it planned to restructure its corporate controller's office and hire a financial advisory firm, sending shares down 4 percent to $24.26 on the New York Stock Exchange.
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Old 05-18-2006, 11:47 AM   #2
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19? We would like one really good engine.
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Old 05-18-2006, 11:52 AM   #3
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Originally Posted by Hayes
19? We would like one really good engine.
Thats what they are shooting for, with 19 attempts I'm sure one will come out pretty descent.
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Old 05-18-2006, 12:26 PM   #4
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Didn't GM say hybrids were not good and that they were going straight to hydrogen by '08?

That must be dead?

Peace,

Greg
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Old 05-18-2006, 01:19 PM   #5
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Quote:
Originally Posted by b4wantab
Didn't GM say hybrids were not good and that they were going straight to hydrogen by '08?

That must be dead?

Peace,

Greg
I don't think GM ever said that. They've been working on hybrids for years. Actually, if you count their Silverado/Sierra hybrid trucks ("mild" hybrids, not true hybrids), they've been selling hybrids for years.
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Old 05-18-2006, 02:34 PM   #6
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Originally Posted by Hayes
19? We would like one really good engine.
LS7??
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Old 05-18-2006, 04:01 PM   #7
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Originally Posted by mh_WRX
LS7??

Exactly.
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Old 05-19-2006, 08:58 AM   #8
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nothing that great about the LS7... well except for packaging...just another pushrod V8.. whoopie
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Old 05-19-2006, 10:33 AM   #9
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Here we go again...
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Old 05-19-2006, 03:42 PM   #10
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You may be right. I can't find anything on the GM hydrid stance, just that they will have production hydrogen power by 2010.

I must have been on crack......

Peace,

Greg
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Old 05-19-2006, 04:00 PM   #11
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GM is throwing there hat to E85 it seems...

another press release...

GM's 3.9L V-6 Family Grows With E85-Capable And Fuel-Saving Active Fuel Management™ Versions

Quote:
PONTIAC, Mich. May 18, 2006; General Motors announced its first V-6 application of fuel-saving Active Fuel Management™ on the 3.9L V-6 offered in the 2007 Chevy Impala, and E85 ethanol fuel capability on the 3.9L V-6 offered in ’07 Chevy Uplander fleet models.

“The application of Active Fuel Management™ (AFM) and E85 ethanol offers customers more choices when it comes to selecting efficient, fuel-conscious vehicles,” said Dr. Gary Horvat, assistant chief engineer, GM Powertrain HVV6 engines. “E85 fuel reduces the need for petroleum and helps reduce greenhouse gas emissions, while AFM offers improved fuel economy over comparable, non-AFM engines.”

Preliminary testing of the 2007 Chevy Impala equipped with the 3.9L V-6 with AFM indicates an estimated 20 mpg in the city and 29 mpg on the highway – improvements of approximately 5.5 percent and 7.5 percent, respectively.

Active Fuel Management enables the engine to automatically operate on half of the engine’s cylinders under light load conditions, improving efficiency by reducing fuel consumption when the cylinders are deactivated. GM offers this fuel-saving technology in 11 vehicles for 2007, including trucks and SUVs – more than any other automaker The Impala is GM’s first V-6 application of AFM in North America. GM also is launching a 3.0L V-6 with AFM in China that will debut in the Buick LaCrosse this summer.

The E85-capable version of the 3.9L engine enables customers of Uplander fleet vehicles to use a renewable, domestically produced fuel that produces fewer emissions. E85 is made of 85 percent ethanol and 15 percent gasoline. GM vehicles with E85 capability can run on 100 percent gasoline or on E85 ethanol fuel or any combination of the two.

“GM has nearly 2 million flex-fuel vehicles on North American roads, and will offer 14 E85-compatible vehicles in 2007,” said Dr. Horvat.

The 3.9L V-6 is part of GM’s family of sophisticated, high-value V-6 engines. In addition to AFM and E85 capability, it features variable valve timing (VVT) – a first for cam-in-block V-6 engines (recognized by Popular Mechanics with a “Breakthrough Technology Award” in 2005.) Along with optimizing performance and economy, the VVT operation helps the engine maintain an adequate torque load to maximize the benefits of AFM’s fuel-saving mode.

Active Fuel Management details

Introduced as displacement on demand approximately three years ago on GM’s Gen IV V-8 engine, Active Fuel Management ™ was adapted to the unique performance and balance characteristics of a six-cylinder engine. As with AFM on V-8 engines, half of the 3.9L’s cylinders are deactivated during fuel-saving mode.

Fuel savings are realized whenever the engine switches to three-cylinder operation, with greater fuel economy benefits realized during longer highway drives, as the engine is able to stay in fuel-saving mode for longer durations. Complementing the fuel-saving benefit of AFM, the 3.9L also delivers strong performance. It is rated at 233 horsepower (174 kW) and 240 lb.-ft. of torque (325 Nm).*

A new, sophisticated E38 engine controller determines when to deactivate cylinders, allowing the engine to maintain vehicle speed in lighter-load conditions such as highway cruising. The changeover process is seamless and imperceptible. When the cylinders are deactivated the 3.9L effectively operates as an inline three-cylinder engine, with cylinders 1, 3 and 5 deactivated on the left cylinder bank. The engine returns to V-6 mode the instant the controller determines the vehicle speed or load requires additional power.

The key to AFM’s imperceptible operation is a set of special two-stage hydraulic valve lifters, which allows the lifters of deactivated cylinders to operate without actuating the valves. The lifters have inner and outer bodies, which normally operate as a single unit. When the engine controller determines cylinder deactivation conditions are optimal, the outer body moves independently of the inner body on the disabled cylinders’ lifters. The outer body moves in conjunction with camshaft actuation, but the inner body does not move, holding the pushrod in place. This prevents the pushrod from actuating the valve, thereby halting the combustion process. Also, fuel supply to the fuel injectors is halted while the cylinders are deactivated.

Solenoids in the Lifter Oil Manifold Assembly (LOMA) operate to deliver high-pressure oil to the switching lifters, activating a release pin to separate the inner and outer bodies. Oil circulation and pressure do not vary regardless of the engine’s operational mode. Lifter design and pushrod length are the same for every cylinder, but camshaft lobe profiles differ for cylinders designated to be deactivated.

Because the noise and vibration characteristics are different between a V-6 and the effective inline three-cylinder operation when the 3.9L is in fuel-saving mode, engineers tuned the engine and exhaust system to maintain consistent operational sound and feel. For example, the alternator features a unique decoupling clutch that instantly adjusts tension on the accessory drive belt when the engine switches from six- to three-cylinder operation.

The 3.9L’s exclusive cam-in-block variable valve timing technology also works synergistically with Active Fuel Management, as the cam phaser enables the engine to produce maximum torque during three-cylinder operation. This allows the engine to remains in fuel-saving mode longer.

Family traits

GM’s latest generation of 60-degree, high-value V-6 engines is the first cam-in-block engine family to incorporate variable valve timing, which optimizes performance and economy and promotes lower emissions at every rpm level.

The high-value engine family shares a cylinder block casting and new head design. They feature more than 80-percent common components, but the 3.9L engine has a longer-stroke crankshaft to increase displacement. Technical highlights include:

Iron cylinder block with offset cylinder bores
Die-cast aluminum structural oil pan
Aluminum cylinder heads with larger valves
Steel crankshaft
Cast aluminum pistons with polymer coating
Oil piston coolers on all cylinders
Electronically controlled “dual equal” cam phasing
Equal-length intake manifold
Electronic throttle control
58X Quick Sync ignition
Powerful engine controller
Acoustic engine cover reduces NVH
Along with AFM, the most significant technological feature of the new 3.9L V-6 is the adaptation of variable valve timing. The system incorporates a vane-type camshaft phaser that changes the angular orientation of the camshaft, thereby adjusting the timing of the intake and exhaust valves to optimize performance and economy, and help lower emissions. It offers infinitely variable valve timing in relation to the crankshaft.

The cam phasing creates “dual equal” valve timing adjustments. In other words, the intake valves and exhaust valves are varied at the same time and at the same rate. The cam phaser vane is attached to the camshaft on the front journal – a technique made easier by the award-winning “assembled-camshaft” design pioneered by General Motors. With this design, separate camshaft lobes are installed on a hollow camshaft tube rather than the traditional method of grinding a camshaft from a single piece of stock.

Hydraulic roller lifters with low-friction followers complement the unique camshaft, and a powerful engine controller enables the engine’s cam phasing. The system’s demand for precise camshaft position information is met with a unique, cam target ring with four equally spaced segments that communicate the camshaft’s position quickly and accurately. Also, a leaf spring-type tensioner is used on the timing chain to ensure precise tension.

The 3.9L V-6’s camshaft is unique and matched to the engine’s bore-and-stroke characteristics. It is different, for example, than the camshaft in the 3.5L V-6.

Unexpected refinements

The 3.9L V-6 incorporates a host of features and refinements typically reserved for high-cost premium engines:

Oil piston coolers – Every cylinder has piston oil squirters that ensure optimal lubrication and cooling.

Multilayer steel (MLS) head gaskets – These premium gaskets offer great durability over conventional graphite gaskets and were validated to 150,000 miles.

58X Quick Sync ignition – The 3.9L V-6’s direct ignition system uses a sensor to more accurately determine the position of the crankshaft, ensuring extremely accurate ignition performance.

Aluminum intake system – The upper and lower plenums of the equal-length intake manifold are made from cast aluminum, which offers better NVH and heat absorption characteristics than typical composite plastic intakes.

Electronic throttle control (ETC) – Throttle operation is handled by more accurate electronic signals, eliminating the need for conventional throttle cables. Cruise control functions are incorporated with ETC, reducing underhood complexity. The engine draws air through a 72-mm single-bore throttle body.

Multec 3.5 fuel injectors – Part of the engine’s returnless fuel system, these next-generation fuel injectors have improved hot fuel handling characteristics and improved plug resistance. Injectors in E85-capable engines have a diamond-like coating on the injector valve.

The 3.9L V-6 also incorporates long-life components such as 100,000-mile iridium-tip spark plugs and coolant, as well as premium gaskets and sealers that help ensure maintenance-free operation. The GM Oil Life System (GMOLS) also is standard.

GMOLS can extend the intervals between oil changes and reduce the amount of oil an owner buys over the operating life of the vehicle. With GMOLS, the need for an oil change is determined by an algorithm that measures engine starts, temperature and other factors. An indicator on the instrument panel illuminates when it’s time for an oil change.

Balance and power

The 3.9L V-6 engine represents an all-new engine design, but incorporates some familiar and well-regarded attributes, including a 60-degree “V” configuration. The 60-degree configuration is naturally balanced, ensuring drivetrain smoothness and eliminating the need for costly balance shafts. The relatively narrow 60-degree V also makes the engine more compact for a variety of applications.

This new engine differs from previous GM 60-degree designs with its offset cylinder bores, meaning the intersection of the cylinder bores’ centerline is not at the crankshaft centerline. Instead, the intersection is 3 mm below the crankshaft axis. This allows packaging room for the wider bores – 99 mm (3.90-in.) – as well as the engine’s longer stroke.

A “U”-shaped coolant flow system is used in the 3.9L engine. With it, coolant follows a specific path: It enters the engine at the front of the block and is carried to the back, before flowing into the rear of the cylinder head. As the coolant enters the rear of the cylinder head it flows forward, completing a U-shaped path that delivers more uniform cooling than the previous engine.

The water pump is mounted approximately 4 inches lower in the coolant’s path, which helps ensure steady flow if the system loses a small quantity of coolant. The new cooling system design also incorporates a coolant crossover at the front of the engine and requires no coolant to enter the intake manifold.

Engineers also placed the thermostat on the inlet side of the system, which allows the engine – and the vehicle’s interior – to warm up more quickly in cold weather. Also, the coolant system has an on-engine fill point. It is located at the high point in the system (near the power steering pump), easing the task of adding coolant because air cannot be trapped.

*Horsepower and torque are SAE certified. A new voluntary power and torque certification procedure developed by the SAE Engine Test Code committee was approved March 31, 2005. This procedure (J2723) ensures fair, accurate ratings for horsepower and torque by allowing manufacturers to certify their engines through third-party witness testing. GM was the first auto manufacturer to begin using the procedure and expects to use it for all newly rated engines in the future.

SPECIFICATIONS: 3.9L V-6 (LZ8)

Assembly site:
Tonawanda, NY

Application:
Chevrolet Impala

Type:
3.9L V-6 with variable valve timing, Active Fuel Management™ (LZ8)

Displacement (cu in/ cc):
237 / 3880

Bore x stroke (in x mm):
3.90 x 3.31 / 99 x 84

Block material:
cast iron

Main bearing caps
powder metal (1, 2, 3); cast nodular iron (4)

Cylinder head material:
cast aluminum

Intake manifold:
cast aluminum

Exhaust manifolds:
high-silicon molybdenum, cast nodular iron

Compression ratio:
9.8:1

Valve configuration:
overhead valves (2 valves per cylinder)

Valve lifters:
hydraulic roller

Firing order:
1 - 2 - 3 - 4 - 5 – 6

Fuel system:
sequential fuel injection

Horsepower (hp / kW):
233 / 174 @ 5600 rpm*

Torque (lb-ft / Nm):
240 / 325 @ 4000 rpm*

Fuel shut-off:
6400 rpm

Emissions controls:
close-coupled catalytic converter, evaporative system, positive crankcase ventilation

Crankshaft:
steel

Camshaft:
assembled steel

Connecting rods:
forged powder metal

Additional features:
electronic throttle control, dual equal continuously variable valve timing, roller rocker arms, pressure-actuated piston cooling jets, extended-life spark plugs, extended-life coolant, GM Oil Life System, oil level sensor, extended-life accessory drive belt



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Old 05-19-2006, 04:00 PM   #12
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more:

Quote:

SPECIFICATIONS: 3.9L V-6 (LGD)

Assembly site:
Ramos Arizpe, Mexico

Application:
Chevrolet Uplander (fleet sales only)

Type:
3.9L V-6 with E85 ethanol capability ( LGD )

Displacement (cu in/ cc):
238 / 3880

Bore x stroke (in x mm):
3.90 x 3.31 / 99 x 84

Block material:
cast iron

Main bearing caps
powder metal (1, 2, 3); cast iron (4)

Cylinder head material:
aluminum

Intake manifold:
cast aluminum

Exhaust manifolds:
high-silicon molybdenum, cast nodular iron

Compression ratio:
9.8:1

Valve configuration:
overhead valves (2 valves per cylinder)

Valve lifters:
hydraulic roller

Firing order:
1 - 2 - 3 - 4 - 5 – 6

Fuel system:
sequential fuel injection

Fuel type:
E85 and regular unleaded

Horsepower (hp / kW)
240 / 179 @ 6000 rpm*

Torque (lb-ft / Nm):
240 / 325 @ 4800 rpm*

Fuel shut-off:
6000 rpm

Emissions controls:
catalytic converter, evaporative system, positive crankcase ventilation

Crankshaft:
steel

Camshaft:
assembled steel

Connecting rods:
forged powder metal

Additional features:
E85 flex-fuel capable, 58X crankshaft, cam phaser, U-flow cooling


*Horsepower and torque are SAE certified. A new voluntary power and torque certification procedure developed by the SAE Engine Test Code committee was approved March 31, 2005. This procedure (J2723) ensures fair, accurate ratings for horsepower and torque by allowing manufacturers to certify their engines through third-party witness testing. GM was the first auto manufacturer to begin using the procedure and expects to use it for all newly rated engines in the future.
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Old 05-19-2006, 05:57 PM   #13
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GM could have been way ahead of the Japanese when it come to the hybrid market... if i remember right, the EV1, a fully electric car was way ahead of its time in the 90s... i can't believe GM just killed it. My neighbor was one of the developer for the battery they were using and he had a test car for about a year. That car was amazing... so quiet and quick (not fast). This was a fully electric car with a 80mile range...don't know why the killed that project...
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Old 05-20-2006, 06:58 PM   #14
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Ummmm... Most of them dyno at 450+ rwhp stock, and do over 500 with just bolt-ons. With a stupid cam. Two or three places have replaced the cam and have gotten over 600 rwhp. Not bad for about 2-3k. Name another motor that can do that for that little. Plus just another pushrod motor is a stupid statement. Its the best pushrod motor ever!!!! 7.0 ltrs and revs to 7k and can go to 8k on the stock motor. Overhead cam motors have been around forever too I think the mid 30s or so. So... this being better cause this notion of sounding better and more high tech just isnt true. The advances in that motor I would say are way more complex than the ej series motors on our subarus. How much power can our stock bottom ends hold??? How much smoother is the ls7 than the ej25 (let me answer that... much much more smooth). Face it GM can build one hell of a motor, I would say this motor is right in the class of the best motors in the world M5 V10, Porsche 3.8 NA in the new GT3, F430, 2jz, RB26 among some others.
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Old 05-20-2006, 06:59 PM   #15
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Quote:
Originally Posted by SCRAPPYDO
nothing that great about the LS7... well except for packaging...just another pushrod V8.. whoopie
Above is in reference to this!!!
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Old 05-20-2006, 08:02 PM   #16
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Quote:
Originally Posted by silverlegacy
...Face it GM can build one hell of a motor, I would say this motor is right in the class of the best motors in the world M5 V10, Porsche 3.8 NA in the new GT3, F430, 2jz, RB26 among some others.
i wouldnt go that far on some of those but it is certainly better than all american motors, about 90% of japanese ones, and about 80% of german ones.
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Old 05-20-2006, 08:10 PM   #17
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In my mind the only american motor that is comparable would be the 5.4 sc in the ford gt. To me there are no jap motors in production that are better. But this is my opinion, which will differ with others. Im just trying to get my point across that it is an amazing motors and to disregard it as just another pushrod motor is a shame. But I do think it is a great motor.
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Old 05-20-2006, 09:57 PM   #18
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Quote:
Its the best pushrod motor ever!!!!
Although I agree its a fine motor its far from the best pushrod engine ever.

The Chrysler 426 Street Hemi although about 40 years old is a more effecient engine.

BMEP for the Hemi is 173.45 psi psi
BMEP for the LS7 is 167.75
The new Chrysler SRT hemi comes in at 169.8 psi BMEP
This new engine if it meets the specs will have an BMEP of 152.06 psi.

Larry
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Old 05-20-2006, 10:25 PM   #19
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I understand brake mean effective pressure and that changes easily with cam and head changes (which i stated the Z06 has a ****ty cam... the heads are awesome have huge flow rates cant remember off the top of my head) but you are comparing an old muscle car motor that is not smooth at all cant rev as high as reliable gets worse gas mileage and produces less power and is somehow better!?!?!?! The SRT is could possibly see but it makes way less power and power becomes harder and harder to make as it gets higher. And has a way more agressive cam.
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Old 05-20-2006, 10:32 PM   #20
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one word seperate the hemi and LS7 emissions.

Funny thing is when I go up north (michigan) to visit my parents everyone has ol' GM's with 150-250K on them with little trouble and they swear by them. Not a Toy or honda in sight... *shrug*
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Old 05-20-2006, 11:21 PM   #21
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Quote:
you are comparing an old muscle car motor that is not smooth at all cant rev as high as reliable gets worse gas mileage and produces less power and is somehow better!?!?!?!
Pretty much wrong on all counts there.
Quote:
old muscle car motor that is not smooth at all
How many Hemi's have you driven ?? 426 street hemi, classic 392, or late model. I owned a built 392, and a 331, they came in the Chrysler 300 series and Imperials (luxury cars of their period) and were smooth as glass in street trim. My co-worker at the gas station I worked at in Highschool had a 426 street Hemi.

The Chrysler 300 series got that name because it was the first ever production car out of Detroit to be rated at 300 hp.

Quote:
cant rev as high
426 street hemi, 425 bhp at 5000 rpm redline about 6400 due to factory hydraulic lifters, my 392 was rated stock at 5200 rpm power peak but I easily upgraded it to 6200 rpm on hydraulic lifters. In the 426 you could push 7000 rpm with mechanical lifters. The 426 block had cross bolt mains to keep the bottom end together so reliability was never a problem with the 426 Hemi. No need to twist it above 6500 rpm when it would blow the tires off the car at 5000 rpm.

In 1970 - 1982 Toyota manufactured scaled down copy of the Chrysler hemi of 207 and 230 CID that was capable of being reved to 9000 rpm.

Keep in mind the 426 hemi made 425 hp at 5000 rpm, vs the LS7 which has to turn 6200 rpm to get to 505 BHP. All you needed to do with the hemi to get 505 hp would be to put mechanical lifters in it. NHRA factored it in stock trim, at 480 hp based on real world performance. IN stock trim it would run, 0-60 in 4.8 seconds, 1/4 mile in 13.50 seconds @ 105.0 mph in a car that weighed about 3800 lbs. The limited production drag race cars were even more obscene. At the American Hot Rod Association (AHRA) Summer Nationals, the Ramchargers achieved an 11.06 sec. elapsed time in the quarter-mile at 132.62 mph, seizing the Top Stock Eliminator title. At the National Hot Rod Association (NHRA) Nationals in Indianapolis, where the Hemi blocks had been cast, the Ramchargers set an NHRA record of 11.23 sec. at 130 mph in the Super Stock class.

The new model hemi, likewise can easily be twisted a bit higher.

As far as reliablility, when you put a few million racing miles on the LS7 come and talk to me, the Hemi's record in racing speaks for itself.

The problem is your missing the point, the LS7 is not significantly better than a 40 year old muscle car engine, it is at best an equal, Based on the BMEP the 40 year old Hemi stock, is a more effecient engine by about 3%, twist it to 6200 rpm and you would make 3% more power than the LS7 or about 520 hp. Your comment that the LS7 has a crappy cam shaft, same goes for he street hemi, it was de-tuned with a hydraulic cam so the average idiot could drive it.

The stock Hemi head intakes would flow over 360 CFM at 28 in-h2o, with a little porting and a high lift cam were talking about 385+ CFM.

Fuel economy is solely a function of the tune. You can tune any engine to get 30 mpg if you want to. Like the hemi, the LS7 has the torque to pull long gears effortlessly and skip shift as well to give good city mpg numbers.

Quote:
one word seperate the hemi and LS7 emissions.
Exactly right, put the same sort of high quality modern ignition, EFI and low emissions ring package in the Hemi. Add a skip shifting automatic like the Corvette uses with long gears and a top gear overdrive transmission ratio, low rolling resistance tires, and you would have emissions, milage, and a fun car to drive and still make the same sort of power.


Larry

Last edited by hotrod; 05-20-2006 at 11:44 PM.
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Old 05-21-2006, 01:21 AM   #22
silverlegacy
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The ls7 revs to 7k STOCK! Has more power STOCK! Yes I have driven a few hemis... all 426 and I have driven the new Z06. The motor in the Z06 is lightyears smoother and has a better power delivery. The 425 hp you quote is gross which would be like 350 with todays SAE ratings the 480 you mention which I dont doubt would be around 400ish. The new Z06s have gone 10s with the stock tires one or two and lots have done it with slicks. Just go check the forums over there. A few million racing miles... how about multiple Le Mans wins. The LS7 uses a C5R block as its basis. Slightly modified to be better. The heads of an LS7 have been flow benched at 378 cfms on the intake side. Oh yeah the car still uses hydraulic lifters. You are saying that the hemi is such a better motor when it cant go by todays standards for emissions, didnt get good gas mileage and wouldnt cause of the hemi design (which is bad for emissions and fuel economy), and makes less power. What are you saying????? And going by your theory the S2000 motor must be the best in the world!!!!


1/4 in 13.5 at 108 the LS2 does better than that in the new GTO
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Old 05-21-2006, 01:39 AM   #23
Scooby-Doode
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Quote:
Originally Posted by silverlegacy
And going by your theory the S2000 motor must be the best in the world!!!!
actually i've read its got the best flowing 4cyl head in the world. At least in street trim. No doubt Honda did a sweet job on the original s2k 2.0l motor
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Old 05-21-2006, 02:35 AM   #24
silverlegacy
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Originally Posted by Scooby-Doode
actually i've read its got the best flowing 4cyl head in the world. At least in street trim. No doubt Honda did a sweet job on the original s2k 2.0l motor

You are correct it is. The motor in those is amazing, but I wouldnt call it the best.
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Old 05-21-2006, 04:11 AM   #25
jamest
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Originally Posted by silverlegacy
You are saying that the hemi is such a better motor when it cant go by todays standards for emissions, didnt get good gas mileage and wouldnt cause of the hemi design (which is bad for emissions and fuel economy), and makes less power.
What are you talking about? My '70 440 is CA emissions legal, it's exempt. I also get literally three whole miles per gallon. Strip cams and 4.10 final doesn't help, but damn I can smoke *anything* on the road until my tires melt.

Chrysler blocks were known to be better base for race (most engine builder books site less modifications to be done), and the GM engines where easier to source parts due to higher production numbers.
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