So...the L76... - Page 3 - Camaro5 Chevy Camaro Forum / Camaro ZL1, SS and V6 Forums

camaro5 · 04-04-2008, 02:14 PM

Wrong...LS3 has no AFM components. Wiki is cool, but wrong sometimes...

Manual trans gets LS3

Auto trans get L76

I'm ready to start taking bets

*radz28* · 04-04-2008, 02:34 PM

If this is accurate then it would seem, since GM has seemingly already confirmed six-speed autos' and manuals that we would get the LS3, not the L76. Is AFM different than the variable valve timing the L92 has then?...

*radz28* · 04-04-2008, 02:37 PM

OK; maybe I should've researched first:

"Displacement On Demand

Some 5.3L and 6.0L engines are equipped with GM’s fuel-saving Displacement On Demand technology, which can temporarily shut down the combustion process of half the engine’s cylinders under certain driving conditions to save fuel. GM was the first manufacturer to offer this fuel-saving technology on trucks. On the new full-size SUVs, it works with other attributes, such as improved vehicle aerodynamics, to maintain GM’s fuel economy leadership in the segment.

A sophisticated engine controller determines when to deactivate cylinders, allowing the engine to maintain vehicle speed in lighter-load conditions such as highway cruising. The process is seamless and virtually imperceptible. When the cylinders are deactivated the engine effectively operates as a V-4, with alternate cylinders on each cylinder bank disabled. The engine returns to V-8 mode the instant the controller determines the vehicle speed or load requires additional power. The key to DOD’s efficiency and virtually 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 valve 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. Solenoids in the engine lifter valley 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.

The engine’s electronic throttle control (ETC) also is used to increase manifold pressure in V-4 mode so that the engine can maintain a V-8 torque load.

Variable valve timing

Variable valve timing (VVT) is a standard feature on 6.0L and 6.2L engines; it helps optimize camshaft timing to improve low-rpm torque and high-rpm horsepower. The introduction of variable valve timing through the unique dual-equal cam phaser is the industry’s first application of VVT on a mass-produced V-8 cam-in-block engine. The unique dual-equal phaser adjusts the camshaft timing at the same rate for both the intake and exhaust valves.

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 phaser vane is attached to the camshaft on the front journal. As driving conditions warrant, the cam phaser system can reduce ignition timing at higher rpm levels to increase power. At lower rpm levels, torque is enhanced with increased timing.

This cam phaser feature was pioneered by GM and introduced on the new 3.5L and 3.9L V-6 engines in 2005 – a first for the use of variable valve timing on a cam-in-block engine design. As driving conditions warrant, the cam phasing system can reduce ignition timing at higher rpm levels to increase power. At lower rpm levels, torque is enhanced with increased timing.

Precise camshaft timing is the key to the variable valve timing system’s capability to optimize performance. Like the 58X ignition system, cam phasing is directed by the E38 ECM. It relies on data from a camshaft position sensor – a target ring with four equally spaced segments – that communicates the camshaft’s position quicker and more accurately than previous systems that used just a single segment. Also, a leaf spring-type tensioner is used on the timing chain to ensure precise tension.

The aluminum-block 6.0L version uses variable valve timing in conjunction with Displacement On Demand technology to bolster fuel economy. With cam phasing, Displacement On Demand technology allows the engine to run longer in fuel-saving four-cylinder mode, while producing instant V-8 power and response as soon as the driver calls for it."

http://www.gminsidenews.com/forums/349716-post4.html

*Mr. Wyndham* · 04-04-2008, 02:38 PM

Quote:

Originally Posted by camaro5

Wrong...LS3 has no AFM components. Wiki is cool, but wrong sometimes...

Manual trans gets LS3

Auto trans get L76

I'm ready to start taking bets

They can put it in! An engine doesn't have to be designed with AFM in it. Well it does, sorta...but its all in the lifters.

I'll take that bet.

LS3 base engine. AFM. both manual and automatic tranny choices.

3whiterag · 04-04-2008, 03:24 PM

Quote:

Originally Posted by swazworth

sorry what????
sorry i can't answer, sorry no AFM on the LS3, or sorry you guys are way off and all engines that you think are going in the car are not even close.

What I do know, I can't tell you, I can't tell you what I don't know and I don't know what I can tell you.

CaptianSam · 04-04-2008, 03:27 PM

lol^^^

Mythic · 04-04-2008, 03:30 PM

not to be a killjoy. What about the L92 its a 6.2L rated at 403hp/417lb-ft
Type: 6.2L OHV V-8
Displacement (cu in/ cc): 376 / 6162
Bore x stroke (in x mm): 4.06 x 3.62 / 103.25 x 92
Block material: cast aluminum
Cylinder head material: cast aluminum
Intake manifold: composite
Exhaust manifolds: cast iron
Compression ratio: 10.5:1
Valve lifters: hydraulic lash adjuster, roller finger follower
Horsepower (hp / kw): 403 / 301 @ 5700 rpm (SAE Certified)
Torque (lb-ft / Nm): 417 / 565 @ 4300 rpm (SAE Certified)
Crankshaft: nodular cast iron
Connecting rods: sinter-forged metal
Additional features: electronic throttle control, variable valve timing, extended-life spark plugs, extended-life coolant, GM oil level sensor, extended-life accessory drive belt

CaptianSam · 04-04-2008, 03:43 PM

isnt that a truck motor??? jw

Grape Ape · 04-04-2008, 03:51 PM

Quote:

Originally Posted by Dragoneye

They can put it in! An engine doesn't have to be designed with AFM in it. Well it does, sorta...but its all in the lifters.

I'll take that bet.

LS3 base engine. AFM. both manual and automatic tranny choices.

The exploded pictures of the LSA & LS9 clearly had un-milled bosses for the high pressure oil passages the control the AFM in the lifter valley. I think it is safe to assume that any recently designed Gen IV small block is designed to accommodate AFM.

Grape Ape · 04-04-2008, 03:54 PM

Quote:

Originally Posted by camaro5

Wrong...LS3 has no AFM components. Wiki is cool, but wrong sometimes...

Manual trans gets LS3

Auto trans get L76

I'm ready to start taking bets

I say they both get the LS3 (or L98), but

Auto gets AFM

Manual get gas guzzler tax

camaro5 · 04-04-2008, 04:11 PM

Quote:

Originally Posted by Dragoneye

They can put it in! An engine doesn't have to be designed with AFM in it. Well it does, sorta...but its all in the lifters.

I'll take that bet.

LS3 base engine. AFM. both manual and automatic tranny choices.

They could definitely add AFM to LS3.

But I'll take your bet as far as transmissions.

I'm betting there will be no AFM on any engine with a manual transmission.

fbodfather has said AFM does not work with manual tranny.

There is no vehicle on market with manual trans and AFM or DOD.

Someone else mentioned SSR started with L76 automatic, then after consumer demand for manual trans, put the LS3 in with manual.

I just want to know will manual transmission, V8 Camaro Z28 be less than $37000?

*Mr. Wyndham* · 04-04-2008, 04:34 PM

Quote:

Originally Posted by camaro5

But I'll take your bet as far as transmissions.

I'm betting there will be no AFM on any engine with a manual transmission.

fbodfather has said AFM does not work with manual tranny.

Fair enough, and - I'm not doubting your words, people don't quote Scott lightly - could you give me a link to where he said that? I want to read the surrounding conversation if possible.

My current theory is that they have to work on mating an AFM engine to a manual...it just takes time, and money - neither of which were on their side with the G8. But Camaro...who knows?

Quote:

Originally Posted by camaro5

I just want to know will manual transmission, V8 Camaro Z28 be less than $37000?

What does the GT500 cost?

Mythic · 04-04-2008, 05:14 PM

From Wiki (still looking for independent pricing)

The 2008 Ford Shelby GT500KR, revealed at the 2007 New York International Auto Show, is scheduled for release in the spring of 2008, is powered by a (estimated) 540 horsepower 5.4-liter supercharged V-8 variation with a Ford Racing Power Upgrade Pack. Production will be limited to 1,000 units. The Shelby GT500KR styling features include a carbon composite hood with scoops and hood pins, a lowered front air dam, and 14-inch Brembo front brakes with functional cooling ducts. The 2008 GT500KR draws on styling features from the classic 1968 "King of the Road" GT500KR model, and includes 40th anniversary badging, racing stripes, and Carroll Shelby signature embroidered seats. The GT500KR's price is estimated to be around the $52,000 range.

Best I could find was through Nextag that puts the 08 GT500 in the low 40s
or Yahoo Autos put the national average at just under 45k
http://autos.yahoo.com/ford_shelby_gt500_coupe-price/

swazworth · 04-04-2008, 06:52 PM

Quote:

Originally Posted by 3whiterag

What I do know, I can't tell you, I can't tell you what I don't know and I don't know what I can tell you.

:bangdesk: thanks 3whiterag... that makes it all clear now. :bangdesk:

04-04-2008, 02:34 PM	#30
radz28 Petro-sexual Drives: Ultra-Grin Join Date: Oct 2006 Location: Crazy Coast Posts: 15,809 View My Garage	If this is accurate then it would seem, since GM has seemingly already confirmed six-speed autos' and manuals that we would get the LS3, not the L76. Is AFM different than the variable valve timing the L92 has then?... __________________ '20 ZL1 Black "Fury" A10, PDR, Exposed CF Extractor Magnuson Magnum DI TVS2650R // RFBG // Soler 103 // TooHighPSI Port Injection // THPSI Billet Lid // FF // Katech Drop-In // PLM Heat Exchanger // ZLE Cradle bushings // BMR Chassis-Suspension Stuff // aFe Bars // Diode Dynamics LEDs // ACS Composites Guards // CF Dash // Aeroforce // tint // other stuffs

04-04-2008, 02:37 PM	#31
radz28 Petro-sexual Drives: Ultra-Grin Join Date: Oct 2006 Location: Crazy Coast Posts: 15,809 View My Garage	OK; maybe I should've researched first: "Displacement On Demand Some 5.3L and 6.0L engines are equipped with GM’s fuel-saving Displacement On Demand technology, which can temporarily shut down the combustion process of half the engine’s cylinders under certain driving conditions to save fuel. GM was the first manufacturer to offer this fuel-saving technology on trucks. On the new full-size SUVs, it works with other attributes, such as improved vehicle aerodynamics, to maintain GM’s fuel economy leadership in the segment. A sophisticated engine controller determines when to deactivate cylinders, allowing the engine to maintain vehicle speed in lighter-load conditions such as highway cruising. The process is seamless and virtually imperceptible. When the cylinders are deactivated the engine effectively operates as a V-4, with alternate cylinders on each cylinder bank disabled. The engine returns to V-8 mode the instant the controller determines the vehicle speed or load requires additional power. The key to DOD’s efficiency and virtually 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 valve 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. Solenoids in the engine lifter valley 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. The engine’s electronic throttle control (ETC) also is used to increase manifold pressure in V-4 mode so that the engine can maintain a V-8 torque load. Variable valve timing Variable valve timing (VVT) is a standard feature on 6.0L and 6.2L engines; it helps optimize camshaft timing to improve low-rpm torque and high-rpm horsepower. The introduction of variable valve timing through the unique dual-equal cam phaser is the industry’s first application of VVT on a mass-produced V-8 cam-in-block engine. The unique dual-equal phaser adjusts the camshaft timing at the same rate for both the intake and exhaust valves. 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 phaser vane is attached to the camshaft on the front journal. As driving conditions warrant, the cam phaser system can reduce ignition timing at higher rpm levels to increase power. At lower rpm levels, torque is enhanced with increased timing. This cam phaser feature was pioneered by GM and introduced on the new 3.5L and 3.9L V-6 engines in 2005 – a first for the use of variable valve timing on a cam-in-block engine design. As driving conditions warrant, the cam phasing system can reduce ignition timing at higher rpm levels to increase power. At lower rpm levels, torque is enhanced with increased timing. Precise camshaft timing is the key to the variable valve timing system’s capability to optimize performance. Like the 58X ignition system, cam phasing is directed by the E38 ECM. It relies on data from a camshaft position sensor – a target ring with four equally spaced segments – that communicates the camshaft’s position quicker and more accurately than previous systems that used just a single segment. Also, a leaf spring-type tensioner is used on the timing chain to ensure precise tension. The aluminum-block 6.0L version uses variable valve timing in conjunction with Displacement On Demand technology to bolster fuel economy. With cam phasing, Displacement On Demand technology allows the engine to run longer in fuel-saving four-cylinder mode, while producing instant V-8 power and response as soon as the driver calls for it." http://www.gminsidenews.com/forums/349716-post4.html __________________ '20 ZL1 Black "Fury" A10, PDR, Exposed CF Extractor Magnuson Magnum DI TVS2650R // RFBG // Soler 103 // TooHighPSI Port Injection // THPSI Billet Lid // FF // Katech Drop-In // PLM Heat Exchanger // ZLE Cradle bushings // BMR Chassis-Suspension Stuff // aFe Bars // Diode Dynamics LEDs // ACS Composites Guards // CF Dash // Aeroforce // tint // other stuffs

04-04-2008, 03:27 PM	#34
CaptianSam Car Garage Drives: 350z,A4,SRT8...see sig Join Date: Feb 2008 Location: north west Posts: 830	lol^^^ __________________ 2012 2SS RS Ordered Black on Black 6 speed Coupe Artic Lid Stripes Yes I Supercharge Everything On My Ipad Xbox McLovin1515 Ps3 McLovin1555 Current Autos:68z28,03viperSRT10,04escalade,05RangeRoverSport SC Project Autos:80corvette350-500hp 6speed,06charger S'C 6-speed posi,74Firebird400blue,69chevelle572 707 New Autos:2012CamaroSSRS,09ChallengerSRT8 Past Autos:....too many to list "i told you it was gettin' an LS3" Go down deep enough into anything and you will find mathematics. Dean Schlicter B.Sc. Hons. Mathematics

04-04-2008, 03:43 PM	#36
CaptianSam Car Garage Drives: 350z,A4,SRT8...see sig Join Date: Feb 2008 Location: north west Posts: 830	isnt that a truck motor??? jw __________________ 2012 2SS RS Ordered Black on Black 6 speed Coupe Artic Lid Stripes Yes I Supercharge Everything On My Ipad Xbox McLovin1515 Ps3 McLovin1555 Current Autos:68z28,03viperSRT10,04escalade,05RangeRoverSport SC Project Autos:80corvette350-500hp 6speed,06charger S'C 6-speed posi,74Firebird400blue,69chevelle572 707 New Autos:2012CamaroSSRS,09ChallengerSRT8 Past Autos:....too many to list "i told you it was gettin' an LS3" Go down deep enough into anything and you will find mathematics. Dean Schlicter B.Sc. Hons. Mathematics

04-04-2008, 05:14 PM	#41
Mythic Drives: '03 Monte Carlo SS Join Date: Mar 2008 Location: VaBeach VA Posts: 348	From Wiki (still looking for independent pricing) The 2008 Ford Shelby GT500KR, revealed at the 2007 New York International Auto Show, is scheduled for release in the spring of 2008, is powered by a (estimated) 540 horsepower 5.4-liter supercharged V-8 variation with a Ford Racing Power Upgrade Pack. Production will be limited to 1,000 units. The Shelby GT500KR styling features include a carbon composite hood with scoops and hood pins, a lowered front air dam, and 14-inch Brembo front brakes with functional cooling ducts. The 2008 GT500KR draws on styling features from the classic 1968 "King of the Road" GT500KR model, and includes 40th anniversary badging, racing stripes, and Carroll Shelby signature embroidered seats. The GT500KR's price is estimated to be around the $52,000 range. Best I could find was through Nextag that puts the 08 GT500 in the low 40s or Yahoo Autos put the national average at just under 45k http://autos.yahoo.com/ford_shelby_gt500_coupe-price/ Last edited by Mythic; 04-04-2008 at 05:38 PM.

04-04-2008, 02:14 PM	#29
camaro5 Drives: X-15 Velocipede Join Date: Mar 2008 Location: SW Florida Posts: 4,630	Wrong...LS3 has no AFM components. Wiki is cool, but wrong sometimes... Manual trans gets LS3 Auto trans get L76 I'm ready to start taking bets

04-04-2008, 03:30 PM	#35
Mythic Drives: '03 Monte Carlo SS Join Date: Mar 2008 Location: VaBeach VA Posts: 348	not to be a killjoy. What about the L92 its a 6.2L rated at 403hp/417lb-ft Type: 6.2L OHV V-8 Displacement (cu in/ cc): 376 / 6162 Bore x stroke (in x mm): 4.06 x 3.62 / 103.25 x 92 Block material: cast aluminum Cylinder head material: cast aluminum Intake manifold: composite Exhaust manifolds: cast iron Compression ratio: 10.5:1 Valve lifters: hydraulic lash adjuster, roller finger follower Horsepower (hp / kw): 403 / 301 @ 5700 rpm (SAE Certified) Torque (lb-ft / Nm): 417 / 565 @ 4300 rpm (SAE Certified) Crankshaft: nodular cast iron Connecting rods: sinter-forged metal Additional features: electronic throttle control, variable valve timing, extended-life spark plugs, extended-life coolant, GM oil level sensor, extended-life accessory drive belt

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