<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by Klaus:
I think Magnacharger sales are going to increase now that the diesel has been shelved. </div></BLOCKQUOTE>GM has the generation IV of the 6.0 that's coming out. I bet this is the engine that will be used in the H2 for '07 if they don't try to pack the Duramax in. Preliminary numbers show 400hp and 400lb-ft.
<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Numerous revisions, updates and improvements comprise the new Gen IV small-block V-8. "The new Gen IV engine is the best example yet of the continuous refinement in performance and efficiency that has been part of the small-block's legacy since day one," said Dan Nicholson, chief engineer of small-blocks.
A summary of new or changed components for the Gen IV architecture:
Larger 90-mm throttle body: The 6.0-liter displacement requires a higher volume of intake air; the Gen III throttle body is 75 mm. The new throttle body is mounted to a revised-design composite intake manifold with tuned runners to optimize airflow to individual cylinders.
New combustion-chamber design: Understanding of the flow characteristics in the highly tuned LS6 small-block were applied to the new Gen IV combustion chambers. The result is higher power output and increased volumetric efficiency.
Higher compression ratio: Hand-in-hand with Gen IV's new combustion chamber design is the ability to increase compression ratio to 10.9:1 compared to the 10:1 of the High-Output Vortec 6.0-liter Gen III V-8.
High-lift cam profile: Intake breathing is enhanced with a new, higher-lift camshaft. Also fitted are stronger valve springs to enable a higher peak-rpm range.
Flat-top pistons and stronger floating wrist pins: Floating piston wrist pins enhance durability, while engine testing and computer modeling demonstrated flat-top pistons generate the best power.
Compact, lighter water pump: All Gen IV V-8s are fitted with a more compact, more efficient water pump that reduces mass, conserves underhood space and reduces parasitic losses.
Deeper oil pan: The LS2 truck engine is designed with a deeper oil sump than the LS2 passenger-car engine. The new oil pan also incorporates a pass-through for a front driveshaft when used in four-wheel-drive applications.
Reduced-tension piston rings: Piston rings are a new, lower-tension design to reduce friction.
Redesigned crankcase vent: The crankcase vent is repositioned to the top of the block valley, where oil is less likely to enter during high engine speeds or high-g maneuvers.
New accessory-drive package: A new power steering pump and revised serpentine drive belt result in better space utilization.
Along with the increased power and torque when compared to the Gen III High Output Vortec 6.0-liter V-8, the new Gen IV Vortec 6000 6.0-liter continues GM Powertrain's ongoing commitment to reducing maintenance intervals and servicing costs.
Dexcool coolant and the platinum-tipped spark plugs have 100,000-mile change intervals. An Oil Life System function, built directly into the engine control module, calculates ideal oil-change intervals based on a variety of performance parameters.
Gen IV Vortec 6000 6.0-liter V-8 Fast Facts
* First truck application: 2005 Chevrolet SSR
* First small-block V-8 for truck applications to use aluminum cylinder block
* 390 hp (291 kW) at 5400 rpm
* 405 lb.-ft. (542 Nm) of torque at 4400 rpm
* Numerous internal revisions enhance power as well as improve efficiency
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