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SVTPerformance's Chain of Restaurants
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C8 Z06 670HP NA FPC!!
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<blockquote data-quote="GTSpartan" data-source="post: 16685392" data-attributes="member: 21531"><p>Some detailed engine specs are rolling in:</p><p></p><p>The engine is rated at 670 horsepower and 460 pound-feet of torque, with the horsepower peaking at 8400 rpm, right near the 8600-rpm fuel cut. That Ferrari V-8s also make peak power right at redline is no coincidence. In the LT6, more revs mean more power, and the engineering team will use every last rpm it can.</p><p></p><p>In an automotive world obsessed with electrification and efficiency, it's bold for GM to develop a new engine with a short stroke and a fat bore. Cylinder dimensions are 104.25 millimeters by 80.0, netting a displacement of 5.5 liters. The compression ratio is 12.5:1. And for the engine nerds: The brake mean effective pressure is in excess of 1400 kilopascals.</p><p></p><p>The C8 team could have easily installed a pushrod V-8 with a blower on top, but a supercharged engine doesn't have the character of a flat-plane-crank V-8. During development, GM traded its Ferrari 458 for the turbocharged 488, and the team agreed with our assessment that some magic was lost. So they bought another 458.</p><p></p><p>Flat-plane cranks aren't a perfect solution, however. (Owners of <a href="https://www.caranddriver.com/ford/mustang-shelby-gt350-gt350r" target="_blank">Ford's Mustang Shelby GT350</a>, with its high-revving 5.2-liter V-8, will relate.) They shake—a lot. So much that during LT6 development, an oil filter backed itself off on a test stand. Engineers suspected a tech hadn't tightened it, but video evidence uncovered no wrongdoing. The solution was to switch from a screw-on to a cartridge filter.</p><p></p><p>To keep those forces at bay, titanium connecting rods and intake valves hold reciprocating mass to a minimum. Exhaust valves are filled with sodium. All 32 valves are fitted with two springs each to prevent valve float at high rpm. Direct-acting finger followers have a diamond-like coating and are shimmed during assembly. "Lash for life," says Jordan Lee, GM global chief engineer for small-block engines.</p><p></p><p>The CNC-machined DOHC heads make the engine bigger than its pushrod siblings. In the C7 engine, height and width had tighter limitations because increasing either wasn't possible without affecting the hood height and footwell width. With the engine behind the cabin, those dimensions are less of a concern. And considering that the C8 was designed around an engine of a specific length, we understand why engineers kept the small-block's bore spacing.</p><p></p><p>The block has what GM calls a dedicated lower crankcase. It's similar to how Ferrari does dry sumps, with each crank journal residing in a sealed bay. There are six oil scavenge pumps: one in each bay and one in each head.</p><p></p><p>The intake features two plenums, two 87-mm throttle bodies, three valves that connect the plenums, and eight beautiful trumpets. Those crossover valves tune the intake to optimize both high- and low-rpm operation.</p><p></p><p>Direct fuel injection is the obvious choice. But instead of injectors squirting fuel on the intake side of the heads near the valley of the vee, the injectors are located between the exhaust valves, a design cribbed from Chevy's Indy V-6. Squirting fuel toward the incoming intake air promotes tumble (the motion and mix of air and fuel). More tumble improves burn.</p><p></p><p>Flat-plane-crank V-8s are a visceral thing. The intake sound reminds us of the sounds of our youth and draws in our adult selves like a siren song. The first time you hear a C8 Z06 start, your head will snap around like a kid getting called in to dinner on a warm summer night. <em>—K.C. Colwell</em></p></blockquote><p></p>
[QUOTE="GTSpartan, post: 16685392, member: 21531"] Some detailed engine specs are rolling in: The engine is rated at 670 horsepower and 460 pound-feet of torque, with the horsepower peaking at 8400 rpm, right near the 8600-rpm fuel cut. That Ferrari V-8s also make peak power right at redline is no coincidence. In the LT6, more revs mean more power, and the engineering team will use every last rpm it can. In an automotive world obsessed with electrification and efficiency, it's bold for GM to develop a new engine with a short stroke and a fat bore. Cylinder dimensions are 104.25 millimeters by 80.0, netting a displacement of 5.5 liters. The compression ratio is 12.5:1. And for the engine nerds: The brake mean effective pressure is in excess of 1400 kilopascals. The C8 team could have easily installed a pushrod V-8 with a blower on top, but a supercharged engine doesn't have the character of a flat-plane-crank V-8. During development, GM traded its Ferrari 458 for the turbocharged 488, and the team agreed with our assessment that some magic was lost. So they bought another 458. Flat-plane cranks aren't a perfect solution, however. (Owners of [URL='https://www.caranddriver.com/ford/mustang-shelby-gt350-gt350r']Ford's Mustang Shelby GT350[/URL], with its high-revving 5.2-liter V-8, will relate.) They shake—a lot. So much that during LT6 development, an oil filter backed itself off on a test stand. Engineers suspected a tech hadn't tightened it, but video evidence uncovered no wrongdoing. The solution was to switch from a screw-on to a cartridge filter. To keep those forces at bay, titanium connecting rods and intake valves hold reciprocating mass to a minimum. Exhaust valves are filled with sodium. All 32 valves are fitted with two springs each to prevent valve float at high rpm. Direct-acting finger followers have a diamond-like coating and are shimmed during assembly. "Lash for life," says Jordan Lee, GM global chief engineer for small-block engines. The CNC-machined DOHC heads make the engine bigger than its pushrod siblings. In the C7 engine, height and width had tighter limitations because increasing either wasn't possible without affecting the hood height and footwell width. With the engine behind the cabin, those dimensions are less of a concern. And considering that the C8 was designed around an engine of a specific length, we understand why engineers kept the small-block's bore spacing. The block has what GM calls a dedicated lower crankcase. It's similar to how Ferrari does dry sumps, with each crank journal residing in a sealed bay. There are six oil scavenge pumps: one in each bay and one in each head. The intake features two plenums, two 87-mm throttle bodies, three valves that connect the plenums, and eight beautiful trumpets. Those crossover valves tune the intake to optimize both high- and low-rpm operation. Direct fuel injection is the obvious choice. But instead of injectors squirting fuel on the intake side of the heads near the valley of the vee, the injectors are located between the exhaust valves, a design cribbed from Chevy's Indy V-6. Squirting fuel toward the incoming intake air promotes tumble (the motion and mix of air and fuel). More tumble improves burn. Flat-plane-crank V-8s are a visceral thing. The intake sound reminds us of the sounds of our youth and draws in our adult selves like a siren song. The first time you hear a C8 Z06 start, your head will snap around like a kid getting called in to dinner on a warm summer night. [I]—K.C. Colwell[/I] [/QUOTE]
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