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Run a tank of 91+ in your 6.0.


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Results are going to vary based on temp, region and available fuel but give it a try. I am a long time gear head and have never owned an engine that was rated to run on 87 but showed this much noticeable improvement with higher octane. I noticed a little bit of knock from time to time in my truck when running 87 so I decided to try a tank of premium. (91 at the BP where I get fuel) I did a 400 mile round trip averaging 65 MPH on the highway and less driving through 5 or 6 towns. My truck averaged 16 MPG which is about 2 MPG better than it normally does. There is also a noticeable difference in power. It has a stronger pull at lower RPMs and you can actually feel when the VVT changes lobes in the higher RPMs. The ECM must have been pulling a lot of timing on the 87 octane. I have just over 9K on my truck and it has never run this good since new.

 

-Eli

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87,89,91, and ethanol free all ran pretty much the same and had no noticeable difference in mpg. Ran a few consecutive tanks of them too. My 2006 6.0 just didn't care.

 

Maybe a lot of things changed. I know they upped the HP since then.

Edited by Chevyguy85
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I run 91 octane Shell fuel in my truck. That's the only thing I've ever put in it. Almost 9000 miles now and being a 2500, I don't know if anything else would affect it much. I just use non-ethanol fuel in lawn mowers and quads so its just as easy to use in the truck too.

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The price range is such that it is not worth it to me. If I were to gain 2 mpg on premium I would still lose on a cost per mile basis. For it just to break even on a CPM, I would have to get a solid, consistent 4 mpg better on premium. Not going to happen. Mine runs fine and does what I need it to do on 87/89 fuel. Interesting test though.

Edited by Cowpie
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Personally I could really care less about the mileage. It is the difference in the way the engine performs that may keep me using 91.

 

-Eli

 

That unfortunately didn't change for me either.

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That unfortunately didn't change for me either.

 

That does not surprise me. The current L96 6.0L has almost nothing in common with a 2006 6.0L except for the displacement.

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Only thing I could tell difference in previous 6.0 and the L96 is VVT, some higher hp and torque, and flex fuel. Probably something else, but I haven't researched it that much.

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The formatting got all screwed up but you get the idea....

 

 

The Vortec 6.0L V-8 (LQ4) is an LS-based, Third Generation, Chevrolet Truck Engine (Gen III V8). LQ4 is the Regular Production Option code (RPO) that identifies this engine.

Overview

The Vortec 6.0L V8 (LQ4) uses advanced technologies including aluminum cylinder heads and a thermoplastic intake manifold. Its deep-skirt engine block allows cross-bolting of the bearing caps, limiting crank flex, stiffening the engine's structure and reducing overall vibration. Its cylinder heads have replicated ports that are identical in every detail, allowing constant cylinder-to-cylinder airflow.

Until the advent of the premium Vortec 6.0L HO (LQ9), the LQ4 was the largest and most powerful of GM Powertrain’s Gen III Vortec V8s. The LQ9 was developed for Cadillac's luxury Escalade sport-utility vehicles, with flat-top pistons that increase the compression ratio from 9.4:1 (for the LQ4) to 10.0:1. RPO LQ9 was subsequently renamed the Vortec Max and applied in full-size pickups.

The LQ4 was designed and built to deliver maximum durability with minimal maintenance. A steel camshaft provides excellent durability. Steel roller rockers add stiffness, allowing greater engine speed with less vibration. Hydraulic roller lifters reduce friction for better fuel economy and wear resistance. Floating-pin pistons reduce operational noise.The iridium spark plugs extend anticipated plug life to 100,000 miles, while the coolant maintains its cooling and corrosion-inhibiting properties for 150,000 miles. The returnless fuel injection system and the latest gasket technology allow the engine to meet near-zero evaporative emissions standards. Scheduled maintenance is limited to oil changes as indicated by GM’s Oil Life System. The LQ4’s PCM records engine temperature, length of operation at a given temperature and several other operating parameters, and then indicates an oil change when it's actually needed, rather than according to a predetermined interval.

Electronic Throttle Control

The LQ4 is equipped with electronic throttle control (ETC). The system includes a Throttle Actuator Control (TAC) module that delivers the signals that control the electric motor in the throttle body.

ETC eliminates the mechanical link between the accelerator pedal and the throttle body. It uses a potentiometer to measure pedal angle and signals the powertrain control module (PCM), which in turn directs an electric motor to open the throttle plate in the throttle body to the appropriate angle and at the appropriate rate. In addition to throttle pedal angle, the PCM uses other data, including the transmission’s shift patterns and traction at the drive wheels, to determine how far to open the throttle. ETC delivers outstanding throttle response and greater reliability than a mechanical connection, which typically uses a cable that requires adjustment. Cruise control electronics are integrated into the system, further improving reliability and simplifying engine assembly.

Specifications

 

 

2007 Vortec 6.0L V8 ( LQ4 ) '032306 Type: 6.0L Gen III V8 Displacement: (cc/ci) 5967 / 364 Compression ratio: 9.4:1 Valve configuration: overhead valves (2 valves per cylinder) Valve lifters: hydraulic roller Firing order: 1 - 8 - 7 - 2 - 6 - 5 - 4 - 3 Bore x stroke: (mm/in) 101.6 x 92 / 4 x 3.62 Fuel system: sequential multi-pont fuel injection (SMPFI) Ignition system: Coil-near-plug, iridium-tipped spark plugs, low-resistance spark plug wires Spark Plug Gap: 0.040” Air delivery: 78mm throttle body Horsepower (hp / kw @ rpm): 300 / 224 @ 4400 Torque (lb-ft / Nm @ rpm): 360 / 488 @ 4000 Fuel type: regular unleaded Maximum engine speed: 5600 rpm Fuel shut off: 6000 rpm

Emissions controls:

 

3-way catalytic converter, exhaust gas recirculation, positive crankcase ventilation, evaporative collection system, returnless fuel system MATERIALS Block: cast iron Cylinder head: cast aluminum Intake manifold: composite Exhaust manifold: high silicon molybdenum cast nodular iron Main bearing caps: powder metal Crankshaft: cast iron with undercut and rolled fillets Camshaft: steel Connecting rods: forged powder metal Assembly site: Romulus, Michigan

Additional features:

 

 

 

 

extended life spark plugs
extended life coolant
oil level sensor
Oil Life System
electronic throttle control
CNG option for SilveradoHD and SierraHD
floating pin pistons
GF4 oil
rate based diagnostics

 

 

Performance

engine_performance.jpg

________________________________________________________________________________________________

 

GM 6.0 Liter V8 Vortec L96 Engine

The 6.0L V8 Vortec L96 is an engine produced by General Motors for use in its full-size heavy duty (HD) pickup trucks, vans, and SUVs. Displacing 6.0 liters in a V8 configuration, the L96 is part of the Vortec (Generation IV Small Block) engine family, which was replaced by the EcoTec3 (Generation V Small Block) engine family. The L96 is the last Vortec engine currently in use by GM, with the EcoTec3 engine family replacing the Vortec line in all other GM vehicles. Notably, the L96 is the same engine as the LC8, but the LC8 is modified to run on Compressed Natural Gas as well as gasoline.

 

The L96 is a heavy-duty workhorse engine. Variable valve timing helps the 6.0L (L96) optimize performance, efficiency and emissions. The 6.0L’s balance of performance and efficiency is great airflow throughout. Intake flow was improved over previous engines by straightening out and optimizing the flow path from the intake manifold into the cylinder heads, while the exhaust ports are also designed for greater flow. The engine’s efficiency also optimizes emissions performance.

The 6.0L is powerful, but delivers exceptional refinement to go with great strength. Quiet features built into the engine are complemented by an improved engine cradle and mounting system. These help reduce vibrations transmitted through the chassis and into the passenger compartment.

Engine highlights:

  • Cylinder Block and Rotating Assembly: the engine block was developed with math-based tools and data acquired in GM’s racing programs, and provides a light, rigid foundation for an impressively smooth engine. Its deep-skirt design helps maximize strength and minimize vibration. The bulkheads accommodate six-bolt, cross-bolted main-bearing caps that limit crank flex and stiffen the engine’s structure. A structural oil pan further stiffens the powertrain. Along with the rigid block, the engine’s rotating assembly was designed for optimal strength and duration complemented by features designed to make the L96 quiet and smooth. The L96 6.0L also features a heavy-duty timing chain developed expressly for quiet operation. The chain, which connects the camshaft and crankshaft, is validated for 200,000 miles of operation and fitted with a leaf-spring-type dampener.
  • High-Flow Cylinder Heads and Valvetrain: the L96’s cylinder heads feature “cathedral”-shaped intake ports that promote exceptional airflow. They’re derived from the high-performance cylinder heads that were used on the “C5” Chevrolet Corvette Z06 and support great airflow at higher rpm for a broader horsepower band, along with strong, low-rpm torque. The intake ports that feed the combustion chambers, as well as the D-shaped exhaust ports, are designed for excellent high-rpm airflow.
  • Camshaft Phasing: the L96 features variable valve timing, maximizing engine performance for given demands and conditions. At idle, for example, the cam is at the full advanced position, allowing exceptionally smooth idling. Under other conditions, the phaser adjusts to deliver optimal valve timing for performance, drivability and fuel economy. At high rpm’s it may retard timing to maximize airflow through the engine and increase horsepower. At low rpm’s it can advance timing to increase torque. Under light loads, it can retard timing at all engine speeds to improve fuel economy.
  • E85 Flex-Fuel Capability: E85 is a clean-burning, domestically produced fuel composed of 85 percent ethanol alcohol and 15 percent gasoline. Ethanol is renewable and produces fewer emissions in the combustion process. It can be produced from various feed stocks, including corn and wheat stalks, forestry and agricultural waste and even municipal waste.
  • Advanced Electronic Throttle Control: with ETC, there is no mechanical link between the accelerator pedal and the throttle body. A sensor at the pedal measures pedal angle and sends a signal to the engine control module (ECM), which in turn directs an electric motor to open the throttle at the appropriate rate and angle. The ETC system can deliver outstanding throttle response and greater reliability than a mechanical connection.
  • Quiet Exhaust Manifolds: the exhaust manifolds were developed to improve durability and sealing and reduce operational noise. Cast nodular iron was the material of choice for its basic durability and excellent heat-management properties. The manifolds are fitted with new triple-layer heat shields fabricated from stainless steel and insulating material. The shields limit heat transfer from the engine to the engine bay, allowing the 6.0L to reach optimal operating temperature more quickly, yet reducing heat in the engine compartment once that temperature is achieved.
  • 58X Ignition System: the L96 has an advanced 58X crankshaft position encoder to ensure that ignition timing is accurate throughout its operating range. The new 58X crankshaft ring and sensor provide more immediate, accurate information on the crankshaft’s position during rotation. This allows the engine control module to adjust ignition timing with greater precision, which optimizes performance and economy. Engine starting is also more consistent in all operating conditions.

 

 

GM 6.0L V8 Vortec L96 Engine Specs Type: 6.0L Gen IV V8 Small Block Displacement: 5967cc (364 ci) Engine orientation: Longitudinal Compression ratio: 9.7:1 Valve configuration: Overhead valves Valves per cylinder: 2 Assembly site: Romulus, Michigan, USA and Silao, Mexico Valve lifters: Hydraulic roller Firing order: 1 – 8 – 7 – 2 – 6 – 5 – 4 – 3 Bore x stroke: 101.6 x 92 mm Bore Center (mm): 111.76 Fuel system: Sequential fuel injection Fuel type Regular unleaded: Chevrolet Silverado HD, Chevrolet Suburban HD, Chevrolet Suburban 3500HD, GMC Sierra HD, GMC Yukon XL, Chevrolet Express (Cutaway), GMC Savana (Cutaway) E85 Flex Fuel: Chevrolet Express (Passenger,Cargo), GMC Savana (Passenger,Cargo) Horsepower hp (kW) Chevrolet Silverado HD < 10,000 lbs: 360 hp (268 kW) @ 5400 RPM SAE Certified GMC Sierra HD < 10,000 lbs: 360 hp (268 kW) @ 5400 RPM SAE Certified Chevrolet Silverado HD > 10,000 lbs 322 hp (240 kW) @ 4400 RPM SAE Certified GMC Sierra HD > 10,000 lbs: 322 hp (240 kW) @ 4400 RPM SAE Certified Chevrolet Suburban 2500 (GMT900): 352 hp (262 kW) @ 5400 RPM SAE Certified GMC Yukon XL (GMT900): 352 hp (262 kW) @ 5400 RPM SAE Certified Chevrolet Suburban 3500HD (K2XX): TBD Chevrolet Express: 342 hp (255 kW) @ 5400 RPM SAE Certified GMC Savana: 342 hp (255 kW) @ 5400 RPM SAE Certified Chevrolet Express Cutaway: 342 hp (255 kW) @ 5400 RPM SAE Certified GMC Savana Cutaway: 342 hp (255 kW) @ 5400 RPM SAE Certified Chevrolet and GMC Cab Chassis: 322 hp (240 kW) @ 4400 RPM SAE Certified Torque lb.-ft. (Nm) Chevrolet Silverado HD < 10,000 lbs: 380 lb.-ft. (515 Nm) @ 4200 RPM SAE Certified Chevrolet Silverado HD > 10,000 lbs 380 lb.-ft. (515 Nm) @ 4200 RPM SAE Certified GMC Sierra HD > 10,000 lbs: 380 lb.-ft. (515 Nm) @ 4200 RPM SAE Certified Chevrolet Suburban 2500 (GMT900): 382 lb.-ft. (518 Nm) @ 4200 RPM SAE Certified GMC Yukon XL (GMT900): 382 lb.-ft. (518 Nm) @ 4200 RPM SAE Certified Chevrolet Suburban 3500HD (K2XX): TBD Chevrolet Express: 373 lb.-ft. (506 Nm) @ 4400 RPM SAE Certified GMC Savana: 373 lb.-ft. (506 Nm) @ 4400 RPM SAE Certified Chevrolet Express Cutaway: 373 lb.-ft. (506 Nm) @ 4400 RPM SAE Certified GMC Savana Cutaway: 373 lb.-ft. (506 Nm) @ 4400 RPM SAE Certified Chevrolet GMC Cab Chassis: 380 lb.-ft. (515 Nm) @ 4200 RPM SAE Certified Maximum Engine Speed Silverado, Sierra, Suburban, Yukon XL: 6000 RPM Express, Savana: 5600 RPM Emissions controls Catalytic converter Three-way catalyst Positive crankcase ventilation Materials Intake manifold: Composite Exhaust manifold: Cast nodular iron Main bearing caps: Powder metal Crankshaft: Cast nodular iron with undercut and rolled fillets Camshaft: Hollow steel Connecting rods: Powder metal Additional features Electronic throttle control E85 Flex Fuel Extended life accessory drive belt Extended life coolant Extended life spark plugs Oil Life Monitor System Variable valve timing (VVT)

 

Edited by Tjeli
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Funny thing about that information...LY6 and L96 use the 6.2 L92 "square port" heads, not the cathedral port. When they went from LQ4 to LY6, VVT and slightly higher compression ratio (9.4:1 for LQ4, 9.7:1 for L96) and those heads contributed a lot to the power bump.

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Results are going to vary based on temp, region and available fuel but give it a try. I am a long time gear head and have never owned an engine that was rated to run on 87 but showed this much noticeable improvement with higher octane. I noticed a little bit of knock from time to time in my truck when running 87 so I decided to try a tank of premium. (91 at the BP where I get fuel) I did a 400 mile round trip averaging 65 MPH on the highway and less driving through 5 or 6 towns. My truck averaged 16 MPG which is about 2 MPG better than it normally does. There is also a noticeable difference in power. It has a stronger pull at lower RPMs and you can actually feel when the VVT changes lobes in the higher RPMs. The ECM must have been pulling a lot of timing on the 87 octane. I have just over 9K on my truck and it has never run this good since new.

 

-Eli

I have always used 93 with an 8 cyl engine. Keeps things clean and always ran better.

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