http://www.dubspeedracing.com/forums...ad.php?t=12533
http://www.blogsmithmedia.com/www.au.../ls9nologo.jpg
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ah, the other shoe drops on "Blue Devil"/"Corvette SS", whatever the else they are calling the "super vette"
sucks that there is a pic of the intercooler, but not of the screw setup. Must be something fairly interesting looking at how short the blower is compared to the intercooler.
prolly just a twin screw whipple type. whats cool is that its in the lifter valley under the intercooler.Quote:
Originally Posted by Fredo
Interesting. Looks very leak/blowout prone.
yeah, I always thought that was odd that ford slapped the intercooler in the lifter valley. I'm betting your right that it just sits low inside the valley, didn't really think about it that way from looking at the way the pic was taken.
the northstar in the xlr has the intercooler under the blower, similar setup but reversed. what do you think, 600 hp?
well, a bone stock 5.3 with an intercooled radix kit makes like 425-450, so I'm betting 600-650 isn't at all out of the question. The better question is how much more power will a set of full length headers and a different pulley make? :)
600hp is conservative for what that combo could make. Mast is making 540ish hp out of that same basic engine, NA. they probably be putting out 1000hp when they get some of these LS9 set-ups next year.
http://www.mastmotorsports.com/image..._CAR_AP_V2.jpg
here is their newest 427, non VVT, LS3 dyno chart. i guess they just forgot to take the VVT off of the chart title.
Hey look its a 6.2L :flipoff2:
This reminded me of the new GM diesel. I couldnt find the article to scan it until just now.
GM's surprising new diesel has no manifolds
General Motors recently took some of the wraps off of its 2010 Duramax diesel V8, revealing clever design features and technologies that clearly push the state-of-the-art in Vee-type compression-ignition engines.
Unveiled during a media briefing at its Milford, Ml, Proving Grounds, the new 4.5-L powerplant will be one of the most powerful, lowest-emitting, and package-efficient light-duty V8 diesels in the marketplace, company engineers claimed.
The new Duramax is scheduled to enter production in late 2009 at GM's Tonawanda, NY, engine plant. It will power GM's full-size pickup trucks and utilities, among other potential applications.
Rated output is targeted at more than 310 hp (231 kW), for 68 hp/L (51 kW/L), and 520lb-ft(705N-m).
The Duramax was designed to fit within the ultra-compact envelope of GM's small-block gasoline V8. Its NVH profile also targets the gas engine. These aggressive requirements drove many of the engine's innovations announced to date.
The new engine's aluminum cylinder heads' exhaust ports face inboard, toward the valley of the cylinder block. This allows the single variable-geometry tur-bocharger, exhaust-gas recirculation (EGR) cooler, and close-coupled oxidation catalyst to reside within the valley. The layout negates the need for separate exhaust manifolds while reducing overall width.
The reversed-head orientation also means the new diesel does not use a conventional intake manifold. Its intake ports are internal, rather than arrayed along an exterior face of the head as in common practice. The ports are fed pressurized charge directly through the tops of the intake camshaft covers.
The heads' unique two-tiered internal construction segregates the intake route, the chain-driven DOHC valvegear, and water jacket. (The fully dressed engine on display was not sectioned, so no internal details were revealed.)
Compacted graphite-iron (CGI) optimizes the cylinder block's strength and mass. The block's cylinder banks are splayed at 72° to achieve a narrow overall package with even firing, but the narrow vee requires a balance shaft for smooth running. GM studied aluminum block castings but determined that the light alloy would not deliver sufficient long-term durability and could not cope with the cylinder pressures planned for the new engine.
Right side of the new V8 shows lack of exhaust manifold. Intake route is straight into the top of the intake cam boxes.
Chief Engineer Gary Arvan (left) and GM Diesel Engineering Director Charlie Freese with their latest baby at Milford.
Cast-aluminum intake plumbing on the current prototype engine may be superceded by reinforced plastic before the program reaches production. The ultra-compact diesel V8 has its turbocharger hidden between the cylinder banks.
That is gonna rock some Bubba mechanic's worlds, as if the new diesels hadn't already.
just because its well-dressed, don't automatically assume it's gay :flipoff2:Quote:
Originally Posted by afroman006
I wonder how serviceble it is? what happens when you get an exhaust leak...by the looks of the pic it would be several hours to just get to the problem. Cool ideas...almost seems like a design excersise that is being produced which many times may not be practical.
I still can't figure out why someone can not produce a 180-200 hp diesel for sport utes small trucks that will give you 25+ mpg.
Whats the point of having a 310 hp diesel that gets 18 mpg(inflated...I doubt it would get that in a burb) @$3.40 gal w/ a probably $4k+ (I would guess $5K maybe more) buy in premium when you can get a 5.3, 6.0, 8.1 that get 16, 12, 12 mpg @ $2.80 gal w/ around a $1000 buy in premium for the 8.1. I know some will say the 520 ft/lbs of torque..well the 8.1 has what, 480 ft/lbs? and will probaly cost $4k less.
operating cost:
fuel only
Gas $2.80 @ 12 mpg= $0.233/mile
Diesel $3.40 @ 18 mpg = $0.19/mile...again I doubt it will get that..friend of mine has an '06 Dmax that gets 13.5 mpg
$4k initial cost diff $1k for the 8.1 $5k diesel =$4k
100,000 miles of driving before you break even. I know diesels have a higher resale. but gas trucks really don't drop that much before a 100,000k so you get about the same percentage drop in resale...especially if it is an HD.
what is the D-max now? a $7k option?
other downsides: a diesel is a lot more expensive to repair. oil changes are expensive, fuel filters and fuel quality has to be closely monitored
I like them, wish I could afford a new one and wish Diesel didn't cost so much. I bet the new burbs are 60k+ w/ the diesel maybe even pushing $70k. I'll keep the quadrasteer a couple of more years and do donuts around them until one comes up used.
i wouldnt own one.Quote:
Originally Posted by Seth
did you steal chadnutz math book :flipoff2:Quote:
Originally Posted by Graystroke
toyota has the small motor you speak of but doesnt sell it in the us, jeep had it for a couple years (i think) but doesnt loook like its in the line-up anymore.
I know yota has one...and what are they going to put in the tundra? some big cat motor? right? (a rumor a few years ago) or do they have their own now? everybody has to one up the other guy.
anyways, why can't they make small diesels for 1/2 ton p/u like little +/-3.0L straight 6's.
same for suv's.
LR 300TDI 111 hp diesel gets over 30 mpg in a barn door aerodynamic defender. hp Isuzu 4BD1T (4cyl in cab forward Isuzu box trucks you see everywhere) 110-130 hp. can move 10k no problem...if you ever been behind/next to one then you know they are not slow. One of those transplanted in a small truck return 25-28 mpg.
I guess when gas sees $4/gal we will see more
yeah and i turned it up side down and read it backwords and this is what it said...scaryQuote:
Originally Posted by Snatch Adams
wont increased diesel vehicles on the road = increased demand for diesel = higher diesel prices since from what i've gathered we havent increased refining capacity for diesel in quite a while, and not all refineries can produce ULS diesel. (this is more of a question, than a statement of fact)Quote:
Originally Posted by Graystroke
oh, I'm sure it will, they will find a way to justify higher cost...I wonder what the gallons sold was say in 1990 vs today? when dieslewas less than reg. gas. I guess the oil companies have increased gas refining cap and not diesel...funny, I thought they all came from the same place. Doesn't everything petroleum related come off the same cracking tower? fuels up top, asphalts bottom? maybe it's the secondary processes that hold it up.
the oil companies are fawking us! according to this diesel and gasoline come out of the same tube! mother fawkers! :flipoff2: :flipoff2:
http://science.howstuffworks.com/oil-refining4.htm
I think that saying diesel is that much more expensive than gas is not entirely accurate. I don't watch closely, but it seems that diesel is lower than gas at times as well. They each have ups and downs, but just at different times.
diesel fluctuates less than gas in general, down in the summer, up in the winter for heating oil. The trend is essentially gone now as the oil companies are sticking to anybody and everybody citing the cliche' reason of the week.Quote:
Originally Posted by Seth
I have an idea, nobody buy gas on tuesday, send this idea to all your friends, I'm going to start an email forward! we'll get those ****ers!
I wonder if they'll still have another 6.6L Duramax version for the HD's. I read that the current LMM 6.6L Duramax is an "interim" model (365hp/660lbft) and that they have something "bigger and better" in the works. I couldn't imagine them only offering the 4.5L which would be directed towards 1/2 tons and maybe as a smaller diesel engine option in 3/4 tons. Kind of like the 6.0 to the 8.1 gassers (they don't offer the 8.1 anymore?).
http://data.bls.gov/PDQ/servlet/SurveyOutputServletQuote:
Originally Posted by Seth
doesn't workQuote:
Originally Posted by Graystroke
it wouldn't let me link
Diesel prices top in Red
Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual
1998 1.190 1.164 1.143 1.138 1.133 1.132 1.124 1.108 1.099 1.110 1.096 1.060
1998 1.066 1.016 0.992 0.993 1.005 1.015 1.004 0.981 0.954 0.976 0.966 0.925
1999 1.053 1.049 1.048 1.098 1.105 1.106 1.114 1.155 1.202 1.229 1.235 1.280
1999 0.903 0.891 0.907 1.039 1.064 1.054 1.090 1.149 1.190 1.215 1.202 1.245
2000 1.309 1.468 1.523 1.477 1.446 1.469 1.475 1.463 1.605 1.611 1.610 1.596
2000 1.247 1.316 1.474 1.442 1.434 1.509 1.534 1.449 1.475 1.456 1.443 1.395
2001 1.562 1.568 1.511 1.491 1.497 1.504 1.447 1.419 1.482 1.411 1.332 1.298
2001 1.385 1.418 1.370 1.476 1.584 1.537 1.355 1.301 1.395 1.259 1.113 1.024
2002 1.280 1.269 1.302 1.368 1.389 1.364 1.356 1.353 1.387 1.457 1.462 1.441
2002 1.063 1.060 1.176 1.360 1.359 1.329 1.324 1.327 1.330 1.395 1.396 1.338
2003 1.508 1.654 1.764 1.692 1.571 1.509 1.489 1.514 1.518 1.486 1.468 1.482
2003 1.422 1.560 1.611 1.538 1.420 1.395 1.421 1.502 1.558 1.459 1.407 1.393
2004 1.560 1.566 1.605 1.630 1.693 1.683 1.676 1.771 1.847 2.064 2.121 2.019
2004 1.512 1.568 1.640 1.705 1.870 1.901 1.817 1.788 1.781 1.903 1.903 1.789
2005 1.959 1.986 2.148 2.265 2.210 2.269 2.360 2.443 2.804 3.224 2.725 2.498
2005 1.749 1.842 1.973 2.188 2.091 2.067 2.195 2.415 2.875 2.816 2.277 2.131
2006 2.530 2.498 2.567 2.713 2.844 2.866 2.894 2.979 2.777 2.561 2.543 2.576
2006 2.280 2.241 2.329 2.717 2.820 2.774 2.887 2.880 2.442 2.128 2.118 2.220
2007 2.517 2.471 2.635 2.855 2.842 2.825 2.832 2.837 2.913 3.009
2007 2.127 2.132 2.437 2.734 2.967 2.922 2.861 2.687 2.700 2.700
i payed $.75 in '99
you should put those in an excel spreadsheet to make whatever point it is you are trying to make
i paid $.69 at this little raghead gas station on 1314 in '99, no credit card machine, cash only, later i stopped there in samantha's car and filled up and the car ran like sh!t for the entire tank, but my bronco burned through it so fast im pretty sure i could have filled up with diesel and it wouldnt have cared. :gigem:Quote:
Originally Posted by agjohn02
that gas probably would have been great for a crower 6 stroke
:( Looking at those gas prices make me remember it being right around .99 when I first started driving...
Cool info. I guess the only time diesel is lower it appears, is when gas takes off. Diesel then takes a little while to catch up. Convinces me even more that a gas half ton is the way to go.
how do you attach excel docs?
those are DFW prices
just take a screenshot of it
It won't be long before there is some pretty good bio-diesel production being made. As long as the folks that own the factories can keep from getting greedy and selling out to the oil comp's and don't mind taking a big risk investing a **** pot full of money, then it will be fine.
I think I will start making my own when I get home. Especially if I am running a fuel guzzling dozer. It might not be good for my waistline though, w/ the smell of popcorn coming out of the stack all day. :D
lets see if this works
here is a fun swap:
http://e46.mit.edu/
Quote:
Originally Posted by Fredo
ZR1, estimated 650hp
[offtopic]That's actually a pretty good, if ridiculously simplified, explanation of how the process works. The "trays or plates", among other things, are what I sell.[/offtopic]Quote:
Originally Posted by Graystroke