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I don't really know what to expect with the LS3. I don't think it will go away immediately, but GM is going the migrate everything over to the Gen V motors at some point. We will probably see the LS3 and L99 through the rest of the 5th Gen Camaro runs. We may see the L99 popup in some other platforms before it is retired. It's all really hard to guess, but we know ultimately GM will replace the Gen IV motors with the Gen V motors. |
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The V6 DI engines are capable of making some pretty impressive power figures with just 6 - 8 psi of boost. (450+ HP at the crank) But past that amount of boost, we typically see fuel issues where the stock pump can't keep up. That same small amount of boost on a modern V8 DI engine should be super impressive. |
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But...as long as your crystal ball is polished - you're guess is as good as mine! |
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This is short...:) http://en.wikipedia.org/wiki/GM_LT_engine |
AFM on the 2014 stringray with have the option of turning on or off by the owner.
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The skinny is that they are pitting the LF3<3.6 L TT> against the LT1<naturally aspirated 6.2L>, and the LF3 against the LT1 with a supercharger (ala LT4, as mentioned previously, but not specified in the report by the same engine nomenclature) in the next Gen Cadillac's. Stay tuned.
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LT1 (with or without AFM, in either auto or manual trans)?, LT4 (Super-charged, turbo-charged)...Also, perhaps thinking incorrectly, that AFM is not "do-able" with some form of forced-induction..? Just sayin', an option list for V-8 engines would be awesome, and right up Chevy's reputation for being able to interchange engines....(Perhaps crystal ball is getting a little foggy here)...lol Quote:
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...These engines already exist, are "certified" or whatever...just sayin'... |
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All I meant my "variants" was...when GM rolls over a new generation of V8...there are always different versions, for different applications...car engines, truck engines, FE engines, HO engines, blown engines, etc, etc.... May not have an a la carte list on the 6th-gen...in fact, my money is on definitely not...but we can't assume that the engine the 6th-gen Camaro get will be THE LT-1...could be a different variant, like how Chevy upgraded the LS1 to the LS6 to the LS2 to the LS3 within 6-8 years....:iono: |
1LE type suspension as stock.
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The 1LE suspension is rather stiff (not harsh...just stiff)...what if the new Mustang offered a cushy ride on the regular GT model and that won a lot of people over who were only looking for a V8...or looks? |
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Now that's something I'd love. To activate AFM by flip of a switch and it wouldn't go back to 8 cyl until I hit the switch. That way you're guaranteed to save gas as a 4cyl ALL vehicles should be thic way. Activating and deactivating cylinders at will.
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You mentioned wanting to be able to inject more fuel into the system aka the same way nitrous is done. We used to use sub-injectors that were RPM-reliant in FI cars in the 90s. These were nothing more than one or two fuel injectors that were tapped into the intake track and would only come on once a certain set RPM was hit. We got away from that when rising rate fuel regulators became more reliable in the early 2000s in conjunction with high-flow fuel pumps. Just my 2 cents. Good luck. |
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Sent from my SPH-D710 using Tapatalk 2 |
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http://www.greddy.com/upload/file/Rebic_IV.pdf The PDF tells you how it works and shows components that would be in a sub-injector kit. The way things are now, the need for a sub-injector system have pretty much gone away with better injector, fuel pump and fuel management technology, BUT there's still a niche for this sort of system. Apparently, some people are still using them. A rising rate fuel pressure regulator is the way to go if one is experiencing lean-out in the higher RPM band. Tuning it on a dyno is essential. |
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