Add on this question too.
Is the C6 getting paddle shifters?

 

Dave Hill has been qouted several times as saying "no".

He said there has been little demand for it amongst Corvette owners...

 

The last I knew, Formula One used pneumatically controlled valves. That is how those engines can rev in the 13K and higher range. I don't know what all would be involved in getting that technology into a street car but a small block that would wind to 13K would be sweet.

 

So basically we're getting exactly what we thought; a 400hp C6 and no 'Z06' for YEARS.

Viper's most likely going to be around 525 and 3300lbs....Vette's gonna be 400hp and around 3000lbs. And it'll take GM till 07 to compete. By then, what do you think the Viper will have, or even the GT40??

Granted it's cool information just seems like GM has no interest in competing NOW. Oh well, guess we'll see in a little while when stuff is confirmed

Peace.

Alex

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1997 30th Anniversary Z28
M6, ttop, FIPK, custom stainless TB plate and radiator shroud, Hooker cut out, Hurst, Lou's, free mods
CFFB #049
13.83@101.4 on a 2.1 60'

If you only knew how much I didn't care...

 

formula79, I'm interested in you answering these questions too.

Will the LS6 be dropped from the C6 line, or used as a option?

Any more info about the LS2(size, weight,hp) and what makes it so different from the LS6 that GM decided to make it?

In your article you said 3 engines were going to be available.

 

Actually, it looks like you're wrong!

Aircraft have not been using camless engines at all, but engines with cam rings.

[Quote from Black Robe on SLP's board.]
( That article is SSOOOO full of crap!!! As a 32+ year Aircraft Maintenance Engineer/pilot I just have to ROTFLMAO at the suggestion that Chevrolet will base their new 'cam-less' engine on "circular" engines of days gone by!!! The writer probably has some stange idea that RADIAL aircraft engines had 'no place for a camshaft' so they must have used some sort of design without cams for valve actuation! Nope, they use cam-rings, concentrically located with the crankshaft, usually turning at 1/8 or 1/10 of C/S speed, one for each row's intake valves, another for each row's exhaust valves, and multiple-row engines used multiple cam-rings, all driving solid lifters with rollers and hollow pushrods inside protective tubes running out to each valve rocker box.
There were some sleeve-valve engines built in England by Bristol that use a very complex system of ports and a cam-driven moving cylinder sleeve to avoid the use of poppet valves altogether, but that's in the next lesson... )[END Quote]

I'm sure GM is looking at camless engines, but it's totally new and unproven tech.

Any response Mervz?

Can you name one Aircraft that doesn't have a cam(sorry cam rings don't count).



[This message has been edited by cobraeater (edited August 09, 2002).]

 

Article full of crap huh? totally unproven....

http://media.siemensauto.com/mediace...tojob_num=1128

http://media.siemensauto.com/mediace...prjob_num=1195

If you go here and scroll to teh bottom Zane has a few more articles that support our ideas.

http://www.gm-cars.com/ART_C6scoop.shtml

The technology may be unproven in this application, however is that justification for GM not to design it....no. GM has one of teh best powertrain units in the world..and considering teh engine is at least 5 years out they have plenty of time to get it right.This mechanicly is actually more simple IMHO than Honda's VTECH.

1.The LS6 will recieve enhancements and become the LS2
2.Nothing new on that front. Every mention of a 6.0L engine have heard has NOT come from GM. I wouldnt get my hopes up...but you never know.

Take Care...

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Branden-Founder-www.GMInsidenews.com-The #1 GM News Site on the Net!
1995 Firebird A4 White with red leather! SOLD 1979 Firbird Formula 400HO!
Visit my homepage!

 

Regarding EVT, it is totally unproven, an has never made it into a production engine of any kind. There are no production aircraft engines using this technololgy, as stated earlier. Also, the pneumatic system used in formula cars only replaces the valve springs. They still use a camshaft to open and close the valve.

Is GM working on EVT? Of course they are, but they have been working on this since the mid '80's. Cadillac spent a considerable amount af developement on this, after their V8-6-4 fiasco. Most of the technology is now in place to really pull this off, but it will still need to be proven through countless hours of testing.

EVT has more than its share of bugs to be worked out, and in theory alone, will never be as reliable or cost effective as a cam and follower system. If and when GM implements it, it will certainly be on either the Corvette, or a Cadillac, their technology showcase cars.

 

"EVT has more than its share of bugs to be worked out, and in theory alone, will never be as reliable or cost effective as a cam and follower system."


In theory, theory and practice are the same... In practice, they aren't.

The system will end up being more reliable than the cam and follower system - less moving parts.

"If it ain't there, it can't break."
Charlie the Designer, Lear Corporation, 1993

 

He is having some server problems, that's all.

 

Hey Zane or Branden....
Whats the deal with the pixelated image at GM-Cars http://www.gm-cars.com/ART_C6scoop.shtml

>>?????????????????????????????????????????? ??????????????????????????????????????????????

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---Ted Krygier-->

TED ONLINE

 

Any word on whether there'll be a billy-bob/FRC model?

 

Nothing much to be interested about. I'm working on getting a drawn sketch done...

 

Once the bugs are worked out, it will be much cheaper than a camshaft.

car manufacturers are always looking for ways to make their engines more efficient, weather it be HP, or fuel and emissions , and a system like this would greatly help all aspects of efficiency, especially with the feds coming down on them about fuel econemy and emissions. If you were a G engineer on the corvette motor team, you would understand that finding more HP is no problem, its keeping it 50 state emissions legal, and being able to keep it that way for at least 5 years so your customers don't have to spend alot of money fixing their cars to pass emissions.

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87 Grand National, 9 sec street car

2002 NBM WS.6 A4

 

Some comments:

"The engineers at Siemens Automotive are convinced that electromechanical valve train technology will be ready for series production in no more than five years."

Siemens may be ahead or behind the curve relative to GM. This article was written in 1999, meaning that the series production (Euro-speak for Start of Regular Production) would be in the 2004 timeframe for a 2005 vehicle.


"A 36/42-volt electrical distribution system has proven to be the optimal voltage source for the electromechanical valve train since the maximum currents required to control the actuators would exceed the capacity of a 12-volt system."

42 volts...


"In the EVT system, the intake valves take over the function of the throttle."

There's one I hadn't thought of.


And now for the "expert" from the SLP boards:

"Service experience with camless engines/electronic valve control
Karsten Saevik, Odfjell, and Thomas Knudsen, MAN B&W Diesel A/S (Copenhagen).

Ship owner Odjfell has had more than a year’s experience operating a vessel powered by a MAN B&W 6L60MC/ME low-speed engine capable of operating by electronic valve control, without a camshaft. In that time the engine has run both in conventional and camless modes. Valuable data has been collected on the impact of camless engine technology on the operating performance and cost of the vessel. Odjfell has now ordered a 7-cylinder S50ME-C engine to be built for dedicated electronic operation, for fitting to a 37,500dwt chemical tanker newbuilding."

April 2002 Marine Propulsion Seminar sponsored by The Motorship, a Marine propulsion technology publication.


From Navistar:

http://www.dieselnet.com/news/0004navistar.html

Date of the article is April 7, 2000


From International:

nternational Demonstrates Camless Diesel Engine

International Truck and Engine Corp. recently demonstrated its camless diesel engine technology, a major step, the company said, in its work to addressing future emissions standards while improving engine performance. The camless engine technology was demonstrated in an International model 8100 truck with an International 530E diesel engine.
Dan Ustian, president of International’s engine group, said the company continues to refine its camless technology and expects to have a camless engine in the marketplace within three or four years. He said the camless technology expands upon the company's electro-hydraulic platform, and uses electronics to control valve timing in place of a conventional mechanical camshaft and push rod assembly. He said International camless engine technology has been under development by the company and Sturman Engine Systems, LLC since the formation of a joint venture in 1995.


Forgive my personal confusion, as most of the technology seems to have come from marine diesels, and not aerospace.