Haven't read anything here about it even though the news is a couple of days old, surprisingly.

http://news.pickuptrucks.com/2009/11...eavy-duty.html

 

Seing as it will be a truck application, don't expect a DI LS7.

 

While it may not be an LS7 but it may be one heck of a package for swaps.

 

how much power would a DI 7.0l produce i wonder?

 

That likely depends on the tune. If this is a truck engine it will likely produce big block numbers for torque.

 

I highly doubt that gm would throw a LS7 in a 3500 truck. However, GM lost the 8.1 customers after they killed the ancient big block. We do know that GM is planning to build a 5.5 DI V8. Whats the upgrade to that? Ford has a 5.0 and a 6.2 now. GM would destroy the truck market with a 7.0+ DI V8. Build a iron 454 DI V8 and call it a day for the next decade. That motor could easily make 550 to the flywheel.

Diesel engines are getting too expensive IMO for the truck market.

 

It'll probably be an iron block - maybe an LSX block?

 

If iron, hopefully a CGI block... immense strength and lightweight structure - almost comparable to alloy in lightness.

But I would very much doubt it would be CGI if destined for trucks... maybe a CGI version for Camaro or other performance cars???

 

I don't know if iron would make a return to GM's performance cars. One of the points of using aluminum, besides its light weight compared to iron, was better heat dissipation. Iron is more prone to heat soak.

 

The 8.1L made in it's peak, 340hp@4200 & 455ft-lbs@3200 from only a 9.1:1 compression ratio using iron heads and block. The LS7 makes 505hp@6200 & 470ft-lbs@4800 with 11.0:1 and is all aluminum. The LS7's camshaft duration@.050 is clse to 20 degrees longer than that used in the 8.1L.

We know that direct injection allows a much higher static compression ratio.
We know that switching from all iron to all aluminum pretty much requires an increase in compression ratio to maintain heat in the engine.
We know that higher RPM requires longer camshaft duration, and longer camshaft duration allows more static compression.
An intake manifold optimized for higher RPM uses different runner shapes and lengths than one optimized for lower RPM.

With all this in mind, I have zero doubt that GM Powertrain could detune the LS7 into an iron block, 87-octane truck engine that would make somewhere around 375hp@4500 & over 480ft-lbs under 3000RPM. Add direct injection and it could EASILY make 400hp & 500ft-lbs. That is a truck engine anybody would love under the hood!

Heck, throw their supercharging experience with the LS9 and LSA into the mix and things could get REALLY interesting!

I am betting the big question right now is which would get better fuel economy, a smaller displacement supercharged engine or a larger naturally aspirated one?

 

Why would they use a 7.0L instead of the LST (supercharged 6.2L) in trucks? LST development is done I believe.

 

good question

Do you have any more info about that? What kind of number is it supposed to put out?

 

Yes, you will always have a group of people that are scared by the initial cost and maintenance of a diesel... for someone who wants a large CI gasser to tow with, the 6.0 Lq4 or 6.2L ford are all they get

 

the same reason they still cast both aluminum and iron blocks of the same displacement and stick the iron ones in trucks.
People are stupid and still think the aluminum block is weak and unrealiable and has no place in a truck.

 

that would be awesome to have a 4.125" bore iron block available for dirt cheap. the LSX block is capable but its way heavier than even the iron blocks, and costs a little over $2000.

either way, a 7.0L DI V8, a 6.2L S/Ced V8, or a torque monster duramax diesel would all be cool. too bad I cant afford any of them haha.