04-09-2011, 06:38 PM | #1 |
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5th Gen Z28, Gen V Engine.
Here is a picture taken of the new Gen V 5.5 liter C6R engine. I am pretty excited because I have not seen the engine at all before this picture. This was taken last month by a GM fan.
I will dig up some stats and what I know so far. Just real quick though, this engine produces 470hp and currently is a 5.5 liter. This is the engine I believe should go into the Z28. |
04-09-2011, 06:45 PM | #2 |
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Here are a few more pics.... Notice the large base on the head castings. Could this be another block with X-Code/LQ1 capabilities?
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04-09-2011, 07:11 PM | #3 | |||
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Some info I found about this Gen V.
Quote:
Quote:
Quote:
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04-09-2011, 07:37 PM | #4 | |
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The heads pictured above have a huge base on the bottom of the casting, these are definitely a brand new design. They also have to be production heads (very close to them), it is required in GT2 to run the stock castings I believe but the water passages can be altered for cooling and such (individual cylinder cooling). This thing was based off the 7.0 so the block should look very similar.
I heard that the direct injectors are below the intake ports and they face the pistons The the valves are 2.18" x 1.60" that makes the valve area (per displacement) greater than the LT5. Maybe shallower valve angles or splayed valves to round up the "new combustion system" GM was talking about. Some info here: Quote:
Last edited by thePill; 04-09-2011 at 09:22 PM. |
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04-09-2011, 07:42 PM | #5 |
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That's a nice power plant from what I can see from the pics.
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04-09-2011, 07:53 PM | #6 |
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Thats awesome! Thanks for sharing, Ive been wanting to get a closer look at that motor for a while.
I really hope they increase the displacement though, Im pretty sure it will since I think 5.5 is the displacement limit. So what we know so far includes.. improved variable valve timing raised cam block direct injection e85 capability and im guessing piston squirters like the LS9 and DI 3.6 and improved combustion chamber design which Im guessing is maybe somthing similar to what the LNF uses. |
04-09-2011, 07:54 PM | #7 |
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That is very cool!!
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04-09-2011, 08:51 PM | #8 |
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I can imagine the weight would be pretty low, probably LS3 weight. As far as I know, these are the only known photographs of the LS5.5. Copy them to your desktop in case this thread gets removed. I had to dig kinda deep to get these....
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04-09-2011, 08:53 PM | #9 |
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04-09-2011, 08:55 PM | #10 |
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The Gen V small block for Camaro will be 6.2L.
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04-09-2011, 09:10 PM | #11 |
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04-09-2011, 09:33 PM | #12 |
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Hey Camaro5, can I get all access again?
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04-10-2011, 02:54 AM | #13 |
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I am anxious to see the chambers and valve layout in the heads. It also has a high rise intake (like the Boss), that tells me its be a high rev'ing engine and most of the power is developed at high rpm. With the engine output being 470hp (440-460hp factory), there would be less of a conflict between the Camaro and Corvette. There is plenty of room for a Z28 engine and a C7 version.
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04-10-2011, 03:28 AM | #14 |
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It says the LS5.5 is a de-stroked 7.0 engine. If that's the case, based on the 7.0 has a 4.125x4.000 bore/stroke, then the LS5.5 would have to reduce its stroke to 3.14 to reach 5.5 liters (5.501 exactly). Since this 7.0 already has a 7000rpm redline, reducing the stroke to that extreme could increase the revolutions beyond 8000rpm. For an OHV engine, there would have to be extreme head work done to keep the valves from floating and to keep the engine breathing. I had heard that the valves were 2.18i by 1.60e, the LS7's valves are 2.20i by 2.16e. I heard that the valves have a shallow angle and I have no idea if the 70cc chamber is still being used. The production Gen V will use a completely unique block that is suppose to physically raise the cam in the block, increasing the distance between the crankshaft and the cam. This means the Gen V will have "very short" pushrods while retaining a similar connecting rod length of a typical OHC engine (probably a bit longer, but shorter than the standard OHV rod). That means sturdier, smaller and lighter internals while they "should" maintain or exceed current internal strength. This means a faster drivetrain and valvetrain, capable of stability over 8000RPM. The next issue would be breathing, as an OHV engine chokes at higher RPM because of a single intake valve. The valves will have to be large, the lift and duration will have to be similar to the LS7's (.591 lift intake and exhaust and a 230/211 intake/exhaust duration) if not more. The LS7 has very big valves, the cam lift and duration would need to be taken higher on both specs to breath above 7000RPMs. Depending on the angle at which the pushrods enter the head casting, it may no longer be required to offset the intake rocker arm. It is my understanding that the cam is being raised inside the block (not pictured above) to increase the angle of the pushrods greater than 90 degrees in order to clear both the intake port (ie old OHVs such as the LS2) and to clear the head casting where direct injection would go (ie LS3,LS7). It is whispered that the direct injectors enter the head casting below the intake port on the intake side of the head. I am trying to picture this but, the injectors and fuel lines are probably going to be housed inside the intake valley, facing outward toward the piston and spark plug.
Edit: You can bet that the production Gen V engine will not have a 4.125 bore and a 3.14 stroke. The engine will probably be a square bore/stroke, I would guess between a 3.80 and a 3.90 bore. By using a 3.81 bore and a 3.85 stroke, we can get a 5.739 liter (350.17 cubic inch). Or using the LS3's 4.06 bore, we can get a 350.30 cubic inch (5.741 liter) engine using a 3.383 stroke. I know everybody has got pretty use to the 6.2 but what is the sense of producing a more efficient engine if GM continues to use the larger displacement. If GM can make a 5.7 liter that produces 450hp, 7000rpms at 27mpg then I would opt for the 5.7. Last edited by thePill; 04-10-2011 at 09:24 AM. |
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