04 GTO LS1 + 04 CTS-V LS6 + PCM and software info
07-29-2003, 06:56 AM
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04 GTO LS1 + 04 CTS-V LS6 + PCM and software info
Some info to share from GM's Media site
http://media.gm.com/division/powert...04/LS1-LS6A.doc
- - - Quote - - - - -
Corvette 5.7L V-8 (LS1 and LS6) Car Engines
2004 Model Year Summary
· LS1 for 2004 Pontiac GTO
· LS6 for 2004 Cadillac CTS-V
· Powertrain control module and software with additional monitoring functions
FULL DESCRIPTIONS OF NEW AND UPDATED CHANGES
LS1 FOR 2004 PONTIAC GTO
The reborn Pontiac GTO will be powered by GM Powertrain's award-winning 5.7L LS1 V-8. Like the Corvette LS1, the GTO variant features a cast aluminum engine block and cylinder heads and a thermoplastic intake manifold, but it requires several modifications for installation in the GTO.
In certain respects, the GTO LS1 is similar to the variant previously used in the Chevrolet Camaro and Pontiac Firebird, as well as the version GM Powertrain builds at its St. Catherines, Ontario assembly plant for installation in the Holden Monaro in Australia. The primary difference between these LS1s and the GTO variant is the camshaft, which is taken straight from the Corvette LS1 for improved engine performance. With the Corvette cam and other powertrain modifications, the GTO LS1 delivers off-the-line launch characteristics appropriate to a muscular coupe of the GTO's heritage.
The GTO LS1 uses a mechanical throttle body rather than the Corvette's electronic throttle control (ETC). This throttle body also was used on the Camaro and Firebird LS1s, although the throttle cam profile has been changed to deliver the throttle progression GTO platform engineers were seeking. Like the Corvette, the GTO has cast nodular iron exhaust manifolds, although slightly modified for vehicle installation: the GTO is not fitted with air injection reaction (AIR), and the exhaust manifolds are angled less sharply toward the engine block than the Corvette's.
The GTO LS1 also requires a unique oil pan. Due to the location of the GTO's steering rack, the oil sump is moved from the back portion of the pan to the front, and the oil filter moves with it. Baffles and channels in the oil pan have been redesigned to match the GTO's oil filter location. Finally, the GTO LS1 has application-specific engine mounts, and its accessory drive belt routing is different than the Corvette's. Because the GTO uses a different power steering pump and different mounting brackets, the drive belt path has been adjusted to accommodate these changes.
LS6 FOR 2004 CADILLAC CTS-V
Working closely with GM's new Performance Division, GM Powertrain engineers have developed the 5.7L LS6 V-8 for application in Cadillac's highly successful CTS sedan. With GM's most powerful passenger-car engine (and one of the world's best sports car engines), the resulting Cadillac CTS-V delivers exceptional performance that meets or beats the best luxury-performance sedans from Europe and Japan by virtually any measure.
The CTS-V LS6 has the incredible low-end grunt, the same broad powerband and the efficient, high-rev breathing that driving enthusiasts admire in the Corvette Z06.
"The CTS-V engine is a Corvette LS6 in nearly every aspect except for the exhaust manifolds, the oil pan and the accessory drive,'' said Dave Muscaro, assistant chief engineer for the LS1 and LS6 V-8s. "Yet Corvette is a pure sports car, with the cammy, tingling idle sports car drivers expect. The CTS-V is a luxury sedan - a Cadillac - that just happens to go like stink. Refinement is prerequisite. To address this discrepancy, development engineers created new engine mounts - called 'focus mounts' - for the CTS-V."
Engine mounts serve two purposes: They hold the engine in the vehicle, and they isolate some of the engine's inherent vibration from be transmitted through the frame or vehicle platform. Most vehicles, including the Corvette, have vibration-dampening material on the platform side of the engine mounts. The engine bolts directly to the mounts, and the mounts bolt to the frame with some type of isolating material or device. After analyzing the LS1's center of gravity and its placement in the CTS-V platform, the development team came up with an elegant alternative. The CTS-V's focus mounts move the dampeners - in this case, liquid-filled rubber isolators - to the engine side of the mounts. Dampening occurs closer to the LS6's center of gravity, before engine vibration travels down the mounts to the platform. The result is vibration control appropriate for a Cadillac, with a smoother idle that barely hints at what the CTS-V has in store when the driver slams the gas pedal to the floor.
The LS6 also required a few packaging adjustments for its move from a sports car to a four-door sedan. The air box, air filter and snorkel leading to the throttle body were reworked to fit the CTS engine bay, with the new CTS-V induction plumbing drawing air nearly as efficiently as the Corvette.
The LS1's cast nodular iron exhaust manifolds were redesigned to fit the CTS platform architecture and, at the bottom of the engine, the LS6 oil pan was reshaped to accommodate the CTS' front suspension and steering. Like the Corvette (and unlike the Pontiac GTO), the CTS-V oil pan has a rear sump, similar to the pan of the Chevrolet Camaro and Pontiac Firebird.
Finally, the LS6's accessory drive belt was rerouted for the CTS-V. From the front view, accessories such as the alternator and power steering pump are positioned similarly to those on the Pontiac GTO LS1, so the CTS-V belt follows a similar route. Yet viewed from the top, the belt tracks 20 mm closer to the block, at the same depth as the Corvette LS6 belt.
POWERTRAIN CONTROL MODULE AND SOFTWARE WITH ADDITIONAL MONITORING FUNCTIONS
A new powertrain control module (PCM), known internally as P59, manages all 5.7L LS1 and LS6 V-8 engines. Supplied by Delphi, this PCM increases clock speed from 21 to 24 MhZ and doubles memory to 1.1 megabytes, providing one of the most sophisticated engine control systems in the industry. The P59's speed and memory provides the most precise engine management possible. It also optimizes performance according to temperature or operating conditions and virtually eliminates unintended variation in every function it controls, from ignition timing to fuel delivery to transmission shift points. Additionally, the P59 allows GM Powertrain engineers to monitor more engine operations and improves the accuracy and robustness of the OBDII (On-Board Diagnostics) system.
For example, the P59 PCM now measures electrical current flowing to the exhaust oxygen sensors (crucial components of the emissions-control system). Previously, the O2 sensors were monitored with a time-activity algorithm, which required more measurement latitude to ensure proper operation. The new PCM immediately reports a malfunction in an O2 sensor with virtually no margin for misreporting. It also allows a new Engine Off Natural Vacuum (EONV) diagnostic for the evaporative emissions system (ORVR), which prevents gasoline vapor from escaping the vehicle into the atmosphere. With EONV, the PCM continues to operate when the engine is turned off, monitoring pressure in the fuel tank and ORVR system. If pressure bleeds off more quickly than ambient temperature and other conditions indicate, the PCM can determine whether the system has a leak, even when the vehicle is parked and turned off. The new PCM ensures that the LS1 and LS6 V-8s operate according to the letter and spirit of government emissions regulations, and it helps both engines meet more stringent 2004 evaporative emissions standards, which increase ORVR leak-detection requirements by a factor of two (to .020, or smaller than a pin *****).
The new P59 is roughly the same size as the PCM it replaces, and it's installed in the same place as the previous PCM in various applications. There is no visible difference in the engine bay.
OVERVIEW
The 5.7L LS1 V-8 remains unique in the automotive world - a true high-tech, high-performance cam-in-block car engine. The Gen III LS1 introduced leading-edge technologies to the grand tradition of the Chevrolet small block V-8, starting with all-aluminum construction, a thermoplastic intake manifold and drive-by-wire electronic throttle. Measured by mass, package size, performance or cost to the customer, the 5.7L LS1 matches the world's best overhead cam V-8s. With this new small block, those who claimed cam-in-block engines could not meet the demands of a new millennium - or increasingly stringent emissions standards - were proven patently wrong. The LS1 small block represented the pinnacle of overhead valve technology, until the introduction of the 5.7L LS6.
The Gen III V-8s share little with the original Chevrolet small block, save the classic 4.4-inch bore centers. Launched in the 1997 C5 Corvette, the 5.7L LS1 moved overhead-valve cylinder heads into a new era by aligning all valvetrain components in single plane for minimal friction and maximum efficiency. Since its introduction in the C5, the LS1 has spread to other applications, and the expansion has come with further refinement. In 2001, GM Powertrain launched the ultra-high performance 5.7L LS6 V-8 as part of the Corvette Z06 option.
Transforming the LS1 into the LS6 involves dozens of enhancements, starting with an all-new engine block. The LS6 block has breathing windows in the overtravel area, allowing better bay-to-bay breathing and managing airflow inside the engine more efficiently, thereby freeing the pistons' downward movement. The LS6 crankshaft features a light-alloy torsional dampener, which balances shaft twist and flex to reduce vibration. Its pistons are made of a high-strength aluminum alloy, and its cylinder heads are cast with smaller, pent-roof combustion chambers. Compression ratio increases from 10.1:1in the LS1 to 10.5:1, improving thermal efficiency and increasing horsepower.
PART 2 in next post
- - - - end of quote - - - - - - -
http://media.gm.com/division/powert...04/LS1-LS6A.doc
- - - Quote - - - - -
Corvette 5.7L V-8 (LS1 and LS6) Car Engines
2004 Model Year Summary
· LS1 for 2004 Pontiac GTO
· LS6 for 2004 Cadillac CTS-V
· Powertrain control module and software with additional monitoring functions
FULL DESCRIPTIONS OF NEW AND UPDATED CHANGES
LS1 FOR 2004 PONTIAC GTO
The reborn Pontiac GTO will be powered by GM Powertrain's award-winning 5.7L LS1 V-8. Like the Corvette LS1, the GTO variant features a cast aluminum engine block and cylinder heads and a thermoplastic intake manifold, but it requires several modifications for installation in the GTO.
In certain respects, the GTO LS1 is similar to the variant previously used in the Chevrolet Camaro and Pontiac Firebird, as well as the version GM Powertrain builds at its St. Catherines, Ontario assembly plant for installation in the Holden Monaro in Australia. The primary difference between these LS1s and the GTO variant is the camshaft, which is taken straight from the Corvette LS1 for improved engine performance. With the Corvette cam and other powertrain modifications, the GTO LS1 delivers off-the-line launch characteristics appropriate to a muscular coupe of the GTO's heritage.
The GTO LS1 uses a mechanical throttle body rather than the Corvette's electronic throttle control (ETC). This throttle body also was used on the Camaro and Firebird LS1s, although the throttle cam profile has been changed to deliver the throttle progression GTO platform engineers were seeking. Like the Corvette, the GTO has cast nodular iron exhaust manifolds, although slightly modified for vehicle installation: the GTO is not fitted with air injection reaction (AIR), and the exhaust manifolds are angled less sharply toward the engine block than the Corvette's.
The GTO LS1 also requires a unique oil pan. Due to the location of the GTO's steering rack, the oil sump is moved from the back portion of the pan to the front, and the oil filter moves with it. Baffles and channels in the oil pan have been redesigned to match the GTO's oil filter location. Finally, the GTO LS1 has application-specific engine mounts, and its accessory drive belt routing is different than the Corvette's. Because the GTO uses a different power steering pump and different mounting brackets, the drive belt path has been adjusted to accommodate these changes.
LS6 FOR 2004 CADILLAC CTS-V
Working closely with GM's new Performance Division, GM Powertrain engineers have developed the 5.7L LS6 V-8 for application in Cadillac's highly successful CTS sedan. With GM's most powerful passenger-car engine (and one of the world's best sports car engines), the resulting Cadillac CTS-V delivers exceptional performance that meets or beats the best luxury-performance sedans from Europe and Japan by virtually any measure.
The CTS-V LS6 has the incredible low-end grunt, the same broad powerband and the efficient, high-rev breathing that driving enthusiasts admire in the Corvette Z06.
"The CTS-V engine is a Corvette LS6 in nearly every aspect except for the exhaust manifolds, the oil pan and the accessory drive,'' said Dave Muscaro, assistant chief engineer for the LS1 and LS6 V-8s. "Yet Corvette is a pure sports car, with the cammy, tingling idle sports car drivers expect. The CTS-V is a luxury sedan - a Cadillac - that just happens to go like stink. Refinement is prerequisite. To address this discrepancy, development engineers created new engine mounts - called 'focus mounts' - for the CTS-V."
Engine mounts serve two purposes: They hold the engine in the vehicle, and they isolate some of the engine's inherent vibration from be transmitted through the frame or vehicle platform. Most vehicles, including the Corvette, have vibration-dampening material on the platform side of the engine mounts. The engine bolts directly to the mounts, and the mounts bolt to the frame with some type of isolating material or device. After analyzing the LS1's center of gravity and its placement in the CTS-V platform, the development team came up with an elegant alternative. The CTS-V's focus mounts move the dampeners - in this case, liquid-filled rubber isolators - to the engine side of the mounts. Dampening occurs closer to the LS6's center of gravity, before engine vibration travels down the mounts to the platform. The result is vibration control appropriate for a Cadillac, with a smoother idle that barely hints at what the CTS-V has in store when the driver slams the gas pedal to the floor.
The LS6 also required a few packaging adjustments for its move from a sports car to a four-door sedan. The air box, air filter and snorkel leading to the throttle body were reworked to fit the CTS engine bay, with the new CTS-V induction plumbing drawing air nearly as efficiently as the Corvette.
The LS1's cast nodular iron exhaust manifolds were redesigned to fit the CTS platform architecture and, at the bottom of the engine, the LS6 oil pan was reshaped to accommodate the CTS' front suspension and steering. Like the Corvette (and unlike the Pontiac GTO), the CTS-V oil pan has a rear sump, similar to the pan of the Chevrolet Camaro and Pontiac Firebird.
Finally, the LS6's accessory drive belt was rerouted for the CTS-V. From the front view, accessories such as the alternator and power steering pump are positioned similarly to those on the Pontiac GTO LS1, so the CTS-V belt follows a similar route. Yet viewed from the top, the belt tracks 20 mm closer to the block, at the same depth as the Corvette LS6 belt.
POWERTRAIN CONTROL MODULE AND SOFTWARE WITH ADDITIONAL MONITORING FUNCTIONS
A new powertrain control module (PCM), known internally as P59, manages all 5.7L LS1 and LS6 V-8 engines. Supplied by Delphi, this PCM increases clock speed from 21 to 24 MhZ and doubles memory to 1.1 megabytes, providing one of the most sophisticated engine control systems in the industry. The P59's speed and memory provides the most precise engine management possible. It also optimizes performance according to temperature or operating conditions and virtually eliminates unintended variation in every function it controls, from ignition timing to fuel delivery to transmission shift points. Additionally, the P59 allows GM Powertrain engineers to monitor more engine operations and improves the accuracy and robustness of the OBDII (On-Board Diagnostics) system.
For example, the P59 PCM now measures electrical current flowing to the exhaust oxygen sensors (crucial components of the emissions-control system). Previously, the O2 sensors were monitored with a time-activity algorithm, which required more measurement latitude to ensure proper operation. The new PCM immediately reports a malfunction in an O2 sensor with virtually no margin for misreporting. It also allows a new Engine Off Natural Vacuum (EONV) diagnostic for the evaporative emissions system (ORVR), which prevents gasoline vapor from escaping the vehicle into the atmosphere. With EONV, the PCM continues to operate when the engine is turned off, monitoring pressure in the fuel tank and ORVR system. If pressure bleeds off more quickly than ambient temperature and other conditions indicate, the PCM can determine whether the system has a leak, even when the vehicle is parked and turned off. The new PCM ensures that the LS1 and LS6 V-8s operate according to the letter and spirit of government emissions regulations, and it helps both engines meet more stringent 2004 evaporative emissions standards, which increase ORVR leak-detection requirements by a factor of two (to .020, or smaller than a pin *****).
The new P59 is roughly the same size as the PCM it replaces, and it's installed in the same place as the previous PCM in various applications. There is no visible difference in the engine bay.
OVERVIEW
The 5.7L LS1 V-8 remains unique in the automotive world - a true high-tech, high-performance cam-in-block car engine. The Gen III LS1 introduced leading-edge technologies to the grand tradition of the Chevrolet small block V-8, starting with all-aluminum construction, a thermoplastic intake manifold and drive-by-wire electronic throttle. Measured by mass, package size, performance or cost to the customer, the 5.7L LS1 matches the world's best overhead cam V-8s. With this new small block, those who claimed cam-in-block engines could not meet the demands of a new millennium - or increasingly stringent emissions standards - were proven patently wrong. The LS1 small block represented the pinnacle of overhead valve technology, until the introduction of the 5.7L LS6.
The Gen III V-8s share little with the original Chevrolet small block, save the classic 4.4-inch bore centers. Launched in the 1997 C5 Corvette, the 5.7L LS1 moved overhead-valve cylinder heads into a new era by aligning all valvetrain components in single plane for minimal friction and maximum efficiency. Since its introduction in the C5, the LS1 has spread to other applications, and the expansion has come with further refinement. In 2001, GM Powertrain launched the ultra-high performance 5.7L LS6 V-8 as part of the Corvette Z06 option.
Transforming the LS1 into the LS6 involves dozens of enhancements, starting with an all-new engine block. The LS6 block has breathing windows in the overtravel area, allowing better bay-to-bay breathing and managing airflow inside the engine more efficiently, thereby freeing the pistons' downward movement. The LS6 crankshaft features a light-alloy torsional dampener, which balances shaft twist and flex to reduce vibration. Its pistons are made of a high-strength aluminum alloy, and its cylinder heads are cast with smaller, pent-roof combustion chambers. Compression ratio increases from 10.1:1in the LS1 to 10.5:1, improving thermal efficiency and increasing horsepower.
PART 2 in next post
- - - - end of quote - - - - - - -
07-29-2003, 06:58 AM
#2
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Part 2 (Continued)
Valve springs are strengthened, and the composite intake manifold is revised to increase airflow to the intake ports. Maximum engine speed rises from 6200 to 6600 rpm. In short, the LS6 reinforces the Corvette Z06's status as the unchallenged value leader among the world's true high-performance sports cars.
Since launch of the LS6, the 5.7L LS1 has benefited from many of the same improvements. In 2002, GM Powertrain offered the LS1 for marine use for the first time - in some applications with more power than the automotive versions.
When it comes to performance and efficiency, the 5.7L LS1 and LS6 take a back seat to no V-8 engine, blurring the line between overhead-cam and pushrod-actuated technology while delivering power, packaging and efficiency to match the world's best. Both have wowed the business and auto-enthusiast press, making several ``best of'' lists since their respective introductions.
The bottom line: The LS1 and LS6 exceed customer expectations with outstanding overall performance at modest cost to both the customer and GM.
- - - end of quote - - - - - -
Valve springs are strengthened, and the composite intake manifold is revised to increase airflow to the intake ports. Maximum engine speed rises from 6200 to 6600 rpm. In short, the LS6 reinforces the Corvette Z06's status as the unchallenged value leader among the world's true high-performance sports cars.
Since launch of the LS6, the 5.7L LS1 has benefited from many of the same improvements. In 2002, GM Powertrain offered the LS1 for marine use for the first time - in some applications with more power than the automotive versions.
When it comes to performance and efficiency, the 5.7L LS1 and LS6 take a back seat to no V-8 engine, blurring the line between overhead-cam and pushrod-actuated technology while delivering power, packaging and efficiency to match the world's best. Both have wowed the business and auto-enthusiast press, making several ``best of'' lists since their respective introductions.
The bottom line: The LS1 and LS6 exceed customer expectations with outstanding overall performance at modest cost to both the customer and GM.
- - - end of quote - - - - - -
07-29-2003, 07:05 AM
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07-29-2003, 07:21 AM
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hang on a sec... i thought the F-body ls1 cam and the stock C5 ls1 cam are the same ? in that article they are saying its different.
i hope the GTO gets a unique cam, and not just the stock c5 cam.
(unless they mean Z06)
also it sounds like a regular computer upgrade, increased mhz and memory...
interesting choice of words....
i hope the GTO gets a unique cam, and not just the stock c5 cam.
(unless they mean Z06)also it sounds like a regular computer upgrade, increased mhz and memory...
that just happens to go like stink.
Last edited by Ude-lose; 07-29-2003 at 07:35 AM.
07-29-2003, 07:48 AM
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Ude-lose:
This is weird for a few other reasons. When I download the document it listed Natalie Alexandra Neff as the creator of the document. Natalie Neff works for autoweek or wards, I thought? Or something like that. ... Perhaps see works for GM now?
There is also no -30- information at the bottom? Nor any contact info? I wonder what context this was provided in?
This document was last saved by Barry Kluczyk? He writes and provides photo for popularhotrodding, the engineshop etc.
It just strikes me as wierd that this style of document, with this content is on the GM Media site ...
Ted
This is weird for a few other reasons. When I download the document it listed Natalie Alexandra Neff as the creator of the document. Natalie Neff works for autoweek or wards, I thought? Or something like that. ... Perhaps see works for GM now?
There is also no -30- information at the bottom? Nor any contact info? I wonder what context this was provided in?
This document was last saved by Barry Kluczyk? He writes and provides photo for popularhotrodding, the engineshop etc.
It just strikes me as wierd that this style of document, with this content is on the GM Media site ...
Ted
07-29-2003, 10:10 AM
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Originally posted by Meccadeth
Maybe this information was suppose to be made available for magazines as a source of information and referance?
Maybe this information was suppose to be made available for magazines as a source of information and referance?
Ted
07-29-2003, 10:18 AM
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If you go to http://media.gm.com
and search for "doc" (no quotations)
number 28 on this list appears as follows:
28.Template for GM stuff for Jeffy ••
Corvette 5.7L V-8 (LS1 and LS6) Car Engines 2004 Model Year Summary L...
52%Tue, 15 Jul 2003 02:14:31 GMThttp://media.gm.com/division/powertrain/products/engine/carengines/2004/LS1-LS6A.doc
Why is this titled "Template for GM stuff for Jeffy"?
Ted
and search for "doc" (no quotations)
number 28 on this list appears as follows:
28.Template for GM stuff for Jeffy ••
Corvette 5.7L V-8 (LS1 and LS6) Car Engines 2004 Model Year Summary L...
52%Tue, 15 Jul 2003 02:14:31 GMThttp://media.gm.com/division/powertrain/products/engine/carengines/2004/LS1-LS6A.doc
Why is this titled "Template for GM stuff for Jeffy"?
Ted
07-30-2003, 06:41 AM
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Originally posted by Meccadeth
Could we speculate that SLP might have something to do w/ the CTSv or at least might have some kind of an 'upgrade package' w/ this new info?
Could we speculate that SLP might have something to do w/ the CTSv or at least might have some kind of an 'upgrade package' w/ this new info?
I don't think this connects to SLP and JeffY ...
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