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L92 and LS2 V8 engines
Havingrecently glanced under the skin of Mopar's pushrod Hemi V8, itseems proper to do the same with GM's overhead valve (OHV) small block engines. We'll take a look at the LS2 6.0L andL92 6.2L engines, both of which are relative newcomers to the line up and are considered to be part of the GenIV family(the better known LS1 comes from the GenIII series).
This brings us to the first point if there's anything thatGM did seriously wrong with these engines, it's the lack of a proper brand name. "Hemi" rolls off the tonguefor any of the varied characters in Chrysler's ad campaigns, where as GM's 3 character SPID designations come naturallyonly for hardened fans of the General. Sure, there's the Vortec name that's been weakly marketed in the truck lineup forabout 15 years now, but does the average person comprehend that the 5.3L V8 under the hood of his Tahoe is related tothe LS7 in the Corvette Z06? Even so, GM's modern take on the small block V8 is one of the most widely used engines inthe United States.
I think that GM does a great job on its cutaway displays, but I really wish they wouldn't paint every damn part inthe same shade of silver it louboutin leopard booties makes it a bit tough to describe things. Regardless, we'll do our best.
Let'sstart off with one of the newest additions to the Cheap Redskins Jerseys From China GM V8 family the L92 engine that will find its way under the hoodof the 2007 Cadillac Escalade.
On the valvecovers are the coil packs. Where as most modern engines use a coil on plug (COP) design that completely eliminateshigh tension spark plug wires, the plug location of a wedge head doesn't allow such a setup. If this display had plugwires installed, you'd see them running down just ahead to the left of each exhaust manifold primarytube.
Speaking of the exhaust manifold, this is definitely a decent piece of engineering. A true 4 1 long tubedesign would likely improve peak power and broaden the powerband a bit, but this is a vast improvement over older,log style manifolds.
We've spent a lot of time talking about intakemanifolds during these engine posts, and for good reason port fuel injection has allowed the development of somepretty radical intake geometry, and as such, intake manifolds may have overtaken cylinder heads as the most criticalcontributor to an engine's powerband.
Like we've seen on most other engines that are designed for somethingjust short of all out top louboutin daffodile glitter end performance, here we find the barrel shaped long runner manifold. There's plenty ofplenum volume, and a not outrageously large runner cross section. In other words, this is exactly what we'd expect tosee on an engine designed to have a broad powerband that's biased somewhat towards the lower end. Thetoothed gear at the rear of the crank, ahead of the last crank journal, is the reluctor for the crank position sensor (apiece of technology that keeps on showing up in these cutaways), and we can also see the spark plug at the lower left ofthe photo. Note it's aimed directly at the center of the chamber, despite the fact that it's coming in from the side(unlike the Hemi, which points its pair of plugs straight down into the chamber).
If there's port geometry, I'm goingto comment on it. Compare this intake port to that of the Hemi, and it would seem obvious that the Hemi'sstraighter shot into the cylinder would offer better performance. Ah, but that's not the case. GM has developed wedgehead port geometry to an art form, and has Cheap Chargers Jerseys China the intake charge turning corners and sliding over the back of the intakevalve as if it had a straight shot into the cylinder. Despite having dramatically different port geometry, the GM andChrysler approaches basically yield similar (and excellent) results.
Think of the L92 head as a slightly smallerversion of the LS7 part (the smaller bore of the christian louboutin turquoise suede daffodile 6.2L requires the use of smaller valves), and that gives some insightinto what kind of performance can be expected. Only three or four years ago, this level of output gave Corvettefans reason to drool, and now it's being dropped into an SUV. I'm not sure if that qualifies as progress, but it's atleast something to ponder.
It should be noted that there's a price to pay for the GenIII/IV's head flow, andthat's a head bolt. These engines provide four bolts around each cylinder, while the original small block and the LT1GenII derivative have five bolts around each cylinder. Unfortunately, that fifth bolt got in the way of the intakerunner, and so something had to go. This isn't a problem until the engine is modified well beyond reason.
Note that the"skirt" of the block drops louboutin leopard sneakers down well below the centerline of the crankshaft, and supports the main bearingcaps via crossbolts. This is a very solid bottom end. That beefy oilpan adds a bit of extra structure as well.
Tothe lower left of this shot, we see the valvetrain note pink suede christian louboutin pumps the beehive springs and the use of cast aluminum rockers thatride on needle bearings and actuate the valves with a roller tip. Ten years ago, those would have been consideredexotic features. At the middle of the right louboutin daffodile leopard edge lies the electronically actuated throttle body.
There's theactuator for the variable valve timing (VVT). I'm sure that GM employs this system in other ways as well, such as to improve cold startemissions.
And now we move on to the 6.0L LS2. This is an interesting engine, fordespite the many differences between it and the L92, they both generate peak torque at the same RPM, with the LS2having a horsepower peak about 300 RPM higher in the rev range. Ah, but there's way more than just peak numbers, andwhat these single points on the graph don't tell us is what happens before and after the peaks on the graph, or whathappens at part throttle. Unfortunately, GM has yet to provide dyno plots for the L92, so we'll have to revisit thisissue at a later date.
Note the different intake used on the LS2 it's lower, with shorter runners. That helps not only with packaging this engine under the ultra low hood of theCorvette, but it also aids in moving the powerband slightly higher in the rev range.
The intake port geometryon the LS2 is derived from that of the LS6, which means that it was basically the benchmark for pushrod V8 airflowuntil the LS7 came along. A whole lot of additional peak HP awaits those brave enough to perform a camshaft swap,but at the price of reduced low end power and drivability.
Here's the same beefy lower end. Note thatthere's just a simple gear hanging Cheap Tampa Bay Buccaneers Jerseys off the camshaft no VVT is employed on this engine.
To no one's surprise,this looks a lot like the rear of the L92. The LS2 does not make use of DoD, however; it's definitely not needed in thelight and tall geared Corvette, but the CTS V and GTO would likely benefit from the cylinder deactivationscheme.
So there we go. Which is better, you ask the Hemi, or the GenIV? Let's put it this way I'd beglad to have either powerplant under the hood. I am stationed over here in italy, and to my suprise, I found a Rally team here, that uses Custom Built LS1/LS6 engines and T56 M6 in their Cars, built from TPIS. And they are kicking ass in their class. They weigh as much as an F body, and are AWD. They owner used to work/race for Calloway Europe many years ago and has 2 Calloway Vettes, and A Calloway Camaro. All road race cars. Im hoping to Drive for him next season. They also make a street version of their Rally car. Fornasari is the name of the Team/Company. Here is the site if your interested.
December 16 2006 at 3:50 AM
Report abuse PermalinkHa! the classic euro wheezers versus american heavy breathers cat fight. While those who favor the whiny sound of the european food processors (Porsche, Audi, BMW,Aston christian louboutin bianca 140mm black Martin et al, The American low cost "Low Tech" engines (Corvettes, CTS Vs, GTOs, Vipers and Esperantes) have been taking them all behind the proverbial woodshed, and having their way with them.

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