LSX (LM/LQ moottorit)

Piitkinä talvi-iltoina pitää suunnitella kaikenlaista...
Amerikka ja ebay on pullollaan noita pick uppien rauta LS motteja. Juttuja on paljon noista 5.3 litran ahdetuista moottoreista, sittenhän noita on myös kuusi litrasina. Motit ei paljoa maksa ecuineen ja johtosarjoineen siellä.(1500$)

Rautalohkohan on vahvempi kuin alumiinimoottorit, mutta onko näissä nuo sisuskalut tukevampia kuin alumoottoreissa. Meinaan että 5,3 ottavat toistatuhatta heppaa vaikkakin eri asia kuinka kauan moinen kestää. Mutta ajatuksena jos tämmösestä vakio 5,3 tai 6.0 motista sais seitsemällä alkavia tehoja yhdessä prochargerin kaa.... vanhaan corvetteen.

Ajatuksena että ostais moisen koneen, perushuolto, tarkastus, paremmat kangen pultit ja prochargeri kylkeen.

Kumpi noista on parempi 5,3 vai 6,0? Onko tuo ensin mainittu kestävämpi, halvempi vai paremmin saatavampi ts. halvempi. Vai miksi jutut on enimmäkseen tuosta 5,3:sta?

Tässä juttuja:
http://www.truckinweb.com/tech/engin...g/viewall.html

Asian vierestä vielä toinenkin tarina: http://www.hotrod.com/techarticles/e...2/viewall.html
Viitisen dollaria per hevosvoima, sisältäen itse myllyn?

Tokihan "oikea" alumiininen LS moottori ois paaljon hienompi, mutta silloin liikutaan eri hintaluokassa.

Kertokaapa kumpi parempi, niin aletaan suunnitteleen kimppatilausta
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Re: LM/LQ moottorit

5.3 on yksinkertaisesti kustannustehokkaampi varsinkin ahdettuna. Vapariäijät kyttää noita 6 litrasia mikä pitää niiden hintatason korkeana. Toisaalta myös tuotantomäärissä on ilmeinen ero.

Pikkasen pistää hatuttaan tietyt foorumikeskustelut jossa heput ilmoittaa hakevansa useamman motin kerrallaan paikalliselta korjaamolta maksaen niistä jopa alle 100 taalaa kappale...

Mutta on noi ainakin tuhat kertaa parempia aihioita kuin perinteiset pikkulohkot joten 1500 taalaa kaikkine apulaitteineenkin on ihan jees, ainakin minusta. :lol:

Niin ja ne sisuskalut on pääpiirteittäin samanlaisia alu- ja rautamoteissa. Seittemään sataan ei tarvi siäkaluja muutella, ainoastaan männänrengasvälystä kannattas viilata suuremmaks (tai hommata mieluuummin paljon ajettu aihio...).

 

Kiitos vastauksesta!
Joo, 5.3 näyttää olevan enempi ja pikkasen halvempii. Täältä päin maailmaa ostettaessa rahdit sun muut näyttelee jo melkoista osaa eli siinä mielessä haluttais satsata kuusilitraseen jos joku vahvistais että moisessa ei ole mitään sudenkuoppaa ahdin käytössä. Meinaan vaan, että katukäytössä isompi moottori antaa enemmän alavääntöä ja siten kivempi ajaa.
Jos tuohon mekaaniseen kestävyyteen sais uskonvahvistusta niin seuraavahan ois sitten se välittäjä/huolitsija jonka kuljetettavaksi tuon tilais. Oisko jotain hyvää välittäjää tiedossa....

 

5.3 litrasia on valmistettu 2 x enemmän mitä kaikkia muita LS-koneita yhteensä. Eli miljoonia ja miljoonia. Sitä kautta hinta ja saatavuus on täysin lyömätön.

"Samoja" moottoreita 5.3 ja 6.0, ainoa ero poraus. Mekaaninen kestävyys on varmasti sama kummassakin.

 

Mulle tuotti kovasti päänvaivaa hahmottaa näiden tuoreiden LS-koneiden sukupolvet ja erot, mutta tuolta GMperformancen kataloogissa sivulla 242 löytyi tämmöistä:

http://www.chevroletperformance.com/Parts/catalog.jsp


Gen III vs Gen IV
Despite some significant differences between Gen III and Gen IV cylinder
blocks, all LS engines share common traits that include:
• 4.400" bore centers (like the original Small-Block)
• 6-bolt, cross-bolted main bearing caps
• Center main thrust bearing
• 9.240" deck height
• 4-bolt-per-cylinder head bolt pattern
• 0.842" lifter bores
• Distributorless, coil-near-plug ignition system
The most distinguishing differences between Gen III and Gen IV cylinder
blocks are larger bores (on some engines), different camshaft position sensor
locations – front timing cover area on Gen IV blocks and top-rear position on Gen
III blocks – and, on most Gen IV blocks, cast-in provisions for GM’s Active Fuel
Management cylinder deactivation system.
There is great interchangeability between all LS engines, including between
Gen III and Gen IV versions. Cylinder heads, crankshafts, intake manifolds and
more can be mixed and matched – but the devil is in the details. Not every
head matches every intake manifold and not every crankshaft works with every
engine combination. Will Handzel’s “How to Build High-Performance Chevy LS1/
LS6 V-8s” – P/N 88958786 – is a great reference source that outlines the more
specific differences and interchangeability among Gen III-based engines.
LS1/LS6
LS1 5.7L (346-cu-in) engines were produced between the 1997 and 2004 model
years in the United States (Corvette, Camaro, Firebird and GTO) and stretching
into 2005 in other markets (primarily Australia). The LS6 was introduced in 2001
in the Corvette Z06 and was manufactured through 2005, where it also was
found in the Cadillac CTS-V. The LS1 and LS6 share a 5.7L displacement, but
the LS6 production engine uses a unique block casting with enhanced strength,
greater bay-to-bay breathing capability and other minor differences. The heads,
intake manifolds and camshaft also are unique LS6 parts.
LS2/L76/L77
In 2005, the LS2 6.0L (364 cu in) engine and the Gen IV design changes
debuted. In GM performance vehicles, it was offered in the Corvette, GTO and
even the heritage-styled SSR roadster. It was the standard engine in the Pontiac
G8 GT (L76) and is now the V-8 offered in the new Chevrolet Caprice Police
Pursuit Vehicle (L77). This engine is one of the most adaptable in the LS family,
as LS1, LS6, LS3 and L92/L94 cylinder heads work well on it.
LS3/L99
Introduced on the 2008 Corvette, the LS3 brought LS base performance to an
unprecedented level: 430 horsepower from 6.2L (376 cu in) – making it the
most powerful base Corvette engine in history. The LS3 block not only has
larger bores than the LS2, but a strengthened casting to support more powerful
6.2L engines, including the LS9 supercharged engine of the Corvette ZR1. The
LS3 is offered in the Pontiac G8 GXP and is also the standard V-8 engine in the
fifth-generation Camaro SS. The L99 version is equipped with GM’s fuel-saving
Active Fuel Management cylinder deactivation system and is standard on
Camaro SS models equipped with an automatic transmission. A unique version
of the LS3 used in some Corvette applications incorporates a dry-sump oiling
system.
LS4
Perhaps the most unique application of the LS engine in a car, the LS4 is a 5.3L
version used in the front-wheel-drive Chevrolet Impala SS and Pontiac Grand
Prix GXP. The LS4 has an aluminum block and unique, low-profile front-end
accessory system, including a “flattened” water pump, to accommodate the
transverse mounting position within the Impala and Grand Prix. It is rated at 303
horsepower and 323 lb-ft of torque.
LS7
A legend in its own time. The LS7 is the standard engine in the Corvette Z06
and its 7.0L displacement (427 cubic inches) makes it the largest LS engine
offered in a production car. Unlike LS1/LS6 engines, the LS7 uses a Siamesebore
cylinder block design – required for its big, 4.125-inch bores. Competitionproven
heads and lightweight components, such as titanium rods and intake
valves, make the LS7 a street-tuned racing engine, with 505 horsepower. LS7
engines are built by hand at the GM Performance Build Center in Wixom, Mich.
LS9
The most powerful production engine ever from GM, the LS9 is the 6.2L
supercharged and charge-cooled engine of the Corvette ZR1. It is rated at an
astonishing 638 horsepower. The LS9 uses the strengthened 6.2L block with
stronger, roto-cast cylinder heads and a sixth-generation 2.3L Roots-type
supercharger. Like the LS7, it uses a dry-sump oiling system. It is the ultimate
production LS engine. It is built by hand at the GM Performance Build Center in
Wixom, Mich.
LSA
This supercharged 6.2L engine is standard in the Cadillac CTS-V series and
the 2012 Camaro ZL1. Although similar to the LS9 in design, it is built with
several differences, including hypereutectic pistons vs. the LS9’s forged
pistons; and a smaller, 1.9L supercharger. It also has an eight-bolt flywheel vs.
the LS9’s nine-bolt pattern. The LSA has a unique charge-cooler design on top
of the supercharger – with differences between the Cadillac and Camaro ZL1
applications. Horsepower varies between the CTS and Camaro models, too – it
is rated at 556 horsepower in the Cadillacs and approximately 580 horsepower
in the Camaro ZL1.