Jump to content

GM has to make another Big Block

yukon25008.1

Recommended Posts

yukon25008.1 Senior Enthusiast

yukon25008.1

Posted
Posted

some say the big block is dead..but theres way to many of us who want and need a new one, The BBC has been around for what 40+ yrs now easy.. So why stop now. theres has to be a way to do a newer version of the 8.1 or 7.4 that meets newer economy specs.

What do you guys think??

Stevens03 Senior Enthusiast

Stevens03

Posted
Posted

Agreed :thumbs

 

I'm very curious what GM does with the next gen motors. I think its going to be interesting.

travishale84 Enthusiast

travishale84

Posted
Posted

i think they need to come up with something that will compete with their main competitor... ford unfortunately their 5.0 would suck up and crap out a 5.3 any day of the week.... and probably smoke a 6.0... i hate to say it, GM needs to up the ante.

 

I was put in a new 2011 ford Crew Cab with the 5.0. Actually driving the truck not worrying about fuel mileage i was getting 18+ mpg. I live in VT where its nothing but hills. I love my GM trucks, but Liter for Liter, there is no comparison unfortunately....

 

back on topic, a big block that gets 6.0 fuel mileage would be awesome, 450+ hp, tq. sign me up for that

11Silvy Enthusiast

11Silvy

Posted
Posted

Gm should look into DOHC/4valves/cyl. It's easier to produce big hp with small cubes. They did it in 1990 with the ZR1. Factory pushrod motors will become dinosaurs at some point.

tbhuge Enthusiast

tbhuge

Posted
Posted

They should either put the ZR1 or CTS-V motor in the next generation. A 500-600HP truck would be AWESOME!!! That motor incorporated with and AWD drivetrain would be incredible. This big of horsepower with the right gearing should still get decent gas mileage. I know the corvettes are considerably lighter than a truck obviously, but when you keep your foot out of the gas they get good gas mileage. High horsepower with the right gearing!!!

C/K Man Enthusiast

C/K Man

Posted
Posted

Fact of the matter is that the last year the 8.1L was offered in the Silverado and Sierra the take rate was something like 3%. That is clearly not 'way too many of us'. Many think emissions was the reason why the 8.1L was dropped, but in reality it was because nobody was buying them anymore. Emissions would eventually have been a problem for the 8.1L, any engine with a bore of over 4.00" is hard to control HC and detonation in. When the 6.0L got VVT and the 6L90 transmission, there really wasn't any need for the 8.1L anyway. The 6.0L/6L90 puts more power to the ground than the 8.1L/Allison did, with much better fuel economy. The BBC was one of the all time greats, but it's day is over.

 

There has been a lot of rumors about a 7.0L DI V-8, but it has not happened yet. Rumor is that the next gen. HD's will use a 6.2L DI of around 425 h.p.. I think that might be more speculation than anything else, but we will see.

 

An 8.0L version of the Gen. VI BBC (not the 8.1L) is going into production for other OEM's. This engine will primarily be for CNG/LNG applications in commercial trucks and buses.

music Senior Enthusiast

music

Posted
Posted

The big block is dead, unless someone figures out a way to make gasoline from water :) How many semis are rolling with a gas motor? I could see a big block CNG motor to replace diesel, but not anytime soon.

cracked_up Enthusiast

cracked_up

Posted
Posted

I imagine people want the big block for the torque it can produce for towing and hauling?

 

I doubt that with the Duramax being more powerful and more efficient then a gas engine they ever resurrect a big block for any reason.

 

But it will be interesting to see what they do next.

yukon25008.1 Senior Enthusiast

yukon25008.1

Posted
  • Author
Posted

All the 6.0 and 6.2 guys keep mentioning mpg,s,mileage mileage mileage....

I bought the big block to pull my 8000lb camper so i dont care what mpg,s it getting while its doing what i bought it for.. Theres no 6.0 or 6.2 out there stock thats gonna make the 465 ft lb,s of torque the 8.1 makes.. Some guys that have heavy loads to ppull dont want a diesel for many different reasons, So they have no choice in the hd,s..

Every manufactorer should offer a small block,big block,and a diesel in there HD lineup..

music Senior Enthusiast

music

Posted
Posted

Theres no 6.0 or 6.2 out there stock thats gonna make the 465 ft lb,s of torque the 8.1 makes..

 

 

Not with fuel injection, but it's going to be close with direct injection (guess on my part, based on what I've read on the method).

MikeNH Senior Enthusiast

MikeNH

Posted
Posted

A GDI V8, even a small one will be a dream come true. GDI engines make lots of power for their size and have incredible throttle response.

pm26 Senior Enthusiast

pm26

Posted
Posted

The big block is dead, unless someone figures out a way to make gasoline from water :) How many semis are rolling with a gas motor? I could see a big block CNG motor to replace diesel, but not anytime soon.

 

 

They are still using Ford V10 and GM 496 cu in big block in large motor home chassis to keep the cost down. Also, the marine industry still offers the 496 GM big block.

music Senior Enthusiast

music

Posted
Posted

The big block is dead, unless someone figures out a way to make gasoline from water :) How many semis are rolling with a gas motor? I could see a big block CNG motor to replace diesel, but not anytime soon.

 

 

They are still using Ford V10 and GM 496 cu in big block in large motor home chassis to keep the cost down. Also, the marine industry still offers the 496 GM big block.

 

 

I really meant "new big blocks for light duty high-production vehicles", and I'm really looking (guessing) into the future. I can see them using large displacement gas motors for specialty applications for long time (but I don't really know).

Daryl LBZ Senior Enthusiast

Daryl LBZ

Posted
Posted

i think they need to come up with something that will compete with their main competitor... ford unfortunately their 5.0 would suck up and crap out a 5.3 any day of the week.... and probably smoke a 6.0... i hate to say it, GM needs to up the ante.

 

I was put in a new 2011 ford Crew Cab with the 5.0. Actually driving the truck not worrying about fuel mileage i was getting 18+ mpg. I live in VT where its nothing but hills. I love my GM trucks, but Liter for Liter, there is no comparison unfortunately....

 

back on topic, a big block that gets 6.0 fuel mileage would be awesome, 450+ hp, tq. sign me up for that

 

 

 

I don't know about that. Ive driven a new 5.0 F-150, and it had power, but I don't think enough to get a 6.0. The 5.0 wasn't real snappy like the 5.3 is. Now in the long run a 5.0 would more than likely get the 5.3 pretty easy, but I'm not so sure with a 6.0

Archived

This topic is now archived and is closed to further replies.

Go to topic listing

  • Latest Articles

  • Posts

    • Grumpy Bear
      Some Assembly is Required

      By Grumpy Bear · Posted

      Can it still be Assembled I?    Stribeck says that we need a certain amount of viscosity under conditions of load and velocity to prevent two surfaces of a know roughness from tearing each other asunder. And we have marketing trying to tell the masses that those two surfaced require less of that commodity due to more exact limits being placed on the same old clearances. We also know that there are limits to how hard something can before it becomes to brittle to be viable and to smooth to 'wet' the surface and that both of those conditions have been known and met since about the Second World War.    That viscosity value shook out at 10 centistokes at 212 F just under a hundred years ago.  Give this a look: [Anton Parr]     What is advertised is the Kinematic viscosity (mm2/s) or that which has been density adjusted but the value we are after is the dynamic viscosity (mPa.s) or true viscosity. You can see that this number is dependent on density thus base stock and temperature. You can also see that an SAE 30 doesn't reach that value in this example. However an SAE 30 that is at the upper end of the SAE 30 range; 12.5 cSt (mm2/s), might. 12.5 * .83 = 10.375 (mm2/s). If you could find an SAE 30 at the upper end these days.   Then there is the complication of viscosity modifiers or VII or VM, whatever you wish to call them. Polymers added to very thin base oils, perhaps 3 to 6 cP oils, that will meet the SAE *W30 spec at 'tested' shear rates and 100 C/212F  target temperature. So a polymer fortified base that is a fraction of the 10 cP requirement Stribeck insist upon.   This could be all well and good if those polymers didn't have two very problematic 'features'. They shear or loose viscosity both 1.) permanently and 2.) temporality. And they do both omitted in the advertised data with the distinct  purpose of deceiving the consumer of the actual operating state of the fluid. I've shown the example of Warren Oils COSTCO 10.91 cSt 5W30 formuation several times where the 100 C HTHS value is 6.9 cP!! That's the temporary shear down and with and SSI or shear stability index of 9.4 cSt. Note the intentional deception in using mixed units?    After a short while that 9.4 cSt oil has a viscosity corrected dynamic value of 7.8 cP. But as the SSI is still within the range of an SAE *W30 whose lower value is 9.3 cSt.    This allows them to continue to call this SAE 16 weight oil a 30 weight, the cake, and still meet the API requirements for fuel efficiency IMPROVEMENT mandated by the EPA. The eating of the cake. By the time you've worn out your motor doing the responsible thing by adhering to the warranty requirements, (the stick), you get deprived of the carrot, wear control. So sad, to bad.   So what can be done? Do I need actually say? [Anton Parr]       Even this must be monitored if the oil is on the low side and the VII an organic or you opt for a 0W40 with an even lighter base oil and more / higher MW VII. (Note the lower density of the 40 weight versus the SAE 30 mono-weight?)    There is another workaround. Temperature. An SAE *W30 run at a bulk temperature of between 180 and 195 F.    Being the belt and suspenders sort I am I do both. Run it cook and run it heavy.    In Part II I'll work the AW package. 
    • Atlas
      Wow I'm in a pickle. (Broke down truck) and a story.

      By Atlas · Posted

      So, do I go elbow-deep on this thing or list it for sale and play dumb? Seems to "runs good."   I'm about $1200 away from having: -a rebuilt injector ($300) -a new cat ($250) -a new cat back exhaust (OE style) ($300) -a new AC compressor ($200) -AC refrigerant charge ($150)   In theory, this should rectify the obvious detracting issues from its value and operability. Cold AC with a non-squeaking AC pulley both sounds and feels good. An exhaust that isn't cut/hacked in 17 different places and doesn't vibrate on a crossmember would make it sound and feel less janky. A working cat would help the stink, and will save the earth, but *if and only if* the fuel system is working properly, which would also address the intermittent "rich" CEL.   Heard a good one... CEL for "Rich condition" means you haven't spent enough money on the truck lately, and it's letting you know.   Rebuilding the injector would seem to be the most important part. Replacing the cat would be secondary. I don't think mine is plugged or overly restricted, but it might be a little restricted? I have no good way to tell other than seat of the pants feel. I hate the smell.   The current theory is I have a rich idle problem: A bad fuel pressure regulator, or a leaking injector(s) being the highest probabilities. I already replaced the FPR but that doesn't mean its replacement isn't also bad. It was a new part from Dorman, but the packaging looked like it had been sitting on a shelf for 20 years.   This is the (single) upstream O2 sensor shown at idle. I'm getting a lot of "rich" it seems. Sometimes it stays high like that and doesn't drop down. That makes me think it's processing injector leaks or a partially stuck open injector.     Other times it looks like this. Nice oscillations between rich and lean, which is what I think it should be. Under load and at speed, the oscillations are nice and tight and uniform looking, high and low.     Fuel trims suggest the PCM is compensating pretty hard at idle to pull fuel out. But it's not enough to trip a CEL. Something about slowing to a stop: brake vaccum booster, EGR, or the EVAP purge is delayed, or there's pooled fuel in the intake again that's draining into a cylinder is enough to set the CEL. Of course, in two days of driving, it hasn't set. I was hoping to actually look at the freeze-frame data when it sets. IAT is high because it's idling on an 83 degree day here.  
    • Another JR
      Gasser Subforum Has Been Quiet - - So, Regenerative Braking and Using L10

      By Another JR · Posted

      Have considered installing a DC to DC charger in your camper to replace your isolator?  
    • newdude
      Gas fill door

      By newdude · Posted

      Common failure.  You need to replace the fuel door housing.   The painted cover transfers over to the new housing.  To remove the old one there is 4 spots where you poke the plastic to release it.  
    • newdude
      Gasser Subforum Has Been Quiet - - So, Regenerative Braking and Using L10

      By newdude · Posted

      No such thing as regenerative braking on a pure ICE vehicle.     Regenerative braking is the re-capture of energy from electric motors and stores it in the battery pack.  So hybrids, PHEV and EVs have regenerative braking.     What you are seeing is the charging system changing modes is all.  Its likely entering charge mode for some sort of reason is all.  All of the charging modes will be listed below.   As for L10 vs D.  L10 turns off automatic grade braking.  L10 puts you in control of grade downshifts where in D it will automatically do it based on brake pedal position and other factors.  Otherwise L10 and D drive exactly the same aside from that one aspect.    Battery Sulfation Mode The BCM will enter this mode when the interpreted Generator output voltage is less than 13.2 V for 45 minutes. When this condition exists the BCM will enter Charge Mode for 2–3 minutes. The BCM will then determine which mode to enter depending on voltage requirements.   Charge Mode The BCM will enter Charge Mode when ever one of the following conditions are met:   Windshield wipers are ON for more than 3 s. Climate Control Voltage Boost Mode Request is true, as sensed by the HVAC control module via serial data. High speed cooling fan, rear defogger, and HVAC high speed blower operation can cause the BCM to enter the Charge Mode. The estimated battery temperature is less than 0°C (32°F). Battery State of Charge is less than 80%. Vehicle speed is greater than 145 km/h (90 mph) A current sensor malfunction exists. System voltage is determined to be below 12.56 V When any one of these conditions is met, the system will set targeted generator output voltage to a charging voltage between 13.9–15.5 V, depending on the battery state of charge and estimated battery temperature.   Fuel Economy Mode The BCM will enter Fuel Economy Mode when the estimated battery temperature is at least 0°C (32°F) but less than or equal to 80°C (176°F), the calculated battery current is less than 15 A and greater than −8 A, and the battery state-of-charge is greater than or equal to 80%. Its targeted generator output voltage is the open circuit voltage of the battery and can be between 12.5–13.1 V. When fuel economy mode is active, the generator is not charging, only maintaining open circuit battery voltage. The BCM will exit this mode and enter Charge Mode when any of the conditions described above are present.   Headlamp Mode The BCM will enter Headlamp Mode when ever the head lamps are ON (high or low beams). Voltage will be regulated between 13.9–14.5 V.   Start Up Mode When the engine is started the BCM sets a targeted generator output voltage of 14.5 V for 30 s.   Tow/Haul Mode (if applicable) Pressing the Tow/Haul Mode button located on the center stack, the vehicle system voltage is raised and the remote (non-vehicle) battery will be charged. Having the headlamps on will raise the system voltage and if the Tow/Haul button is applied it will not serve any purpose. The voltage is regulated between 13.9-14.5 V.      

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...