GM Powertrain Truck Engine Changes for MY 2005

[Ming]

GM Powertrain Truck Engine Changes for 2005
Changes, additions at a glance

This info has been available - however this is a compacted list for the curious (and spec-hungry geeks like me) of the changes as currently available. For full literature, see LINK below.

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3400 3.4L V-6 (LNJ) Truck Engine
2005 Model Year Summary
New application in 2005 Chevrolet Equinox
24-X encoded crankshaft
Specific oil pan and improved oil pan gasket material
New intake manifold and improved intake manifold gasket
New engine cover
Electronic throttle control
Returnless fuel rail and pipe assembly
Neutral torque axis engine mount
Air gap exhaust crossover
P05 controller

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Vortec 2800 2.8L I-4 (LK5) / Vortec 3500 3.5L I-5 (L52)
2005 Model Year Summary
New intake manifold and throttle body gaskets
Eliminate second knock sensor (only on I-5)
GF-4 engine oil
Vented starter solenoid

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3.6L V-6 VVT (LY7)
2005 Model Year Summary
Two new applications
Silent chain primary drive
Damped front engine cover
Polymer coated piston skirts

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Vortec 3500 3.5L I-5 (L52)
2005 Model Year Summary
New intake manifold and throttle body gaskets
Eliminate second knock sensor
GF-4 engine oil
Vented starter solenoid

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Vortec 4200 4.2L I-6 (LL8)
2005 Model Year Summary
Application in 2005 Saab 9-7X
Improved cam phaser
Returnless fuel injection
Improved compression rings
Improved intake manifold and throttle body gaskets
Improved Onboard Refueling Vapor Recovery (ORVR) purge valve
ORVR purge valve
Vented starter solenoid
Improved throttle mapping
NVH enhancements
GF-4 engine oil

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Vortec 4300 (LU3) V-6 Truck Engine

2005 Model Year Summary
Returnless fuel injection for Chevrolet Silverado and Express and GMC Sierra and Savana
Regulated voltage control and more powerful alternator
Electrically operated cooling fans
More durable intake manifold gaskets
Tamper-resistant fixed-orifice positive crankcase ventilation (PCV) valve
Improved starter solenoid
Rate-based diagnostics
GF-4 engine oil

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Vortec 4800 (LR4) V-8 Truck Engine

2005 Model Year Summary
Floating pin pistons
Regulated voltage control
Electric cooling fans
Improved throttle mapping and throttle actuator control (TAC) module
Rate-based diagnostics
Iridium-tip spark plugs
GF-4 engine oil

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Vortec 5300 Gen III (L33/LM7/L59) V-8 Truck Engines

2005 Model Year Summary
Vortec 5300 5.3L L33 new for Chevrolet Silverado and GMC Sierra
Returnless fuel injection for flex-fuel Vortec 5300s
Floating pin pistons
Regulated voltage control
Electric cooling fans
Improved throttle mapping and throttle actuator control (TAC) module
Rate-based diagnostics
Iridium-tip spark plugs
GF-4 engine oil

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Vortec 5300 Gen IV V-8 (LH6) Truck Engine
2005 Model Year Summary
New engine for Buick Rainier, Chevrolet TrailBlazer EXT, GMC Envoy XL, GMC Envoy XUV, GMC Envoy Denali, GMC Envoy XL Denali and Saab 9-7
Aluminum-intensive construction
Displacement on Demand fuel-saving technology
Improved cylinder heads
Improved intake manifold with larger throttle body
High-lift cam
Floating-pin pistons with polymer coating
More durable exhaust manifolds
Returnless fuel injection
Improved electronic throttle control (ETC)
Improved ignition system with iridium-tip spark plugs
High capacity oil-pump
Pan-axle oil pan
E40 engine control module (ECM)
Ultra-fast oxygen sensors
GF-4 engine oil

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Vortec 6000 and H.O. 6000 (LQ4 and LQ9) V-8 Truck Engines

2005 Model Year Summary
Improved throttle mapping and throttle actuator control (TAC) module
Rate-based diagnostics
Iridium-tip spark plugs
GF-4 engine oil

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6.0L 90-degree V-8 (LS2) Truck Engine
2005 Model Year Summary
New application in SSR
Displacement of 6.0 liters
Larger intake
More efficient combustion chamber design
Higher compression ratio
High lift camshaft
Lighter water pump
New deep oil pan
Lower tension piston rings
Crankcase vent redesigned
New accessory drive package

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Duramax 6600 6.6L V-8 (LLY) Truck Engine
2005 Model Year Summary
Class-leading torque, lower emissions
Variable-geometry turbocharger
Revised fuel system with new injectors
Two-piece rocker covers
Fast-heating glow plugs and controller
Improved engine control module (ECM)
Revised air induction with resonator
Improved water pump
New cooling fan ratio
Revised oil level sensor
Cooled exhaust gas recirculation (EGR) for all applications
Catalytic converter for all applications
Eliminate EGR intake throttle and air heater for California
"Not to Exceed" certification in California

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Vortec 8100 8.1L V-8 (L18)
2005 Model Year Summary
New for Chevrolet Kodiak and GMC TopKick with four-wheel drive
Floating pin pistons
Returnless fuel injection for marine applications
Improved oil pan (for medium duty applications)
Improved throttle actuator control module
Rate-based diagnostics
GF-4 engine oil

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Link

[ponchoman49]

Interesting, the Vortec 2800, 3500 and 4200 all got new throttle body gaskets and intake manifolds. They must have been having problems like the 3800 series II with it's coolant leaks. The changes on the China built 3400 in the Nox would explain why it sounds different in that model. And finally they seem to have licked the intake and piston problems that plagued many of the 3100-3400 engines from 94-02.

[LGRpup]

What the heck is GF-4 engine oil?

[Ming]

Originally posted by LGRpup@Sep 2 2004, 01:31 PM
What the heck is GF-4 engine oil?

http://www.gm.com/company/gmability/enviro...ade_080204.html

GM Supports Latest ILSAC Engine Oil Upgrade
New Engine Oil Can Help Provide Better Fuel Economy, Maintain Emissions Control Capability, Increase Oil Life, and Protect Your Gasoline Engine Better

New and improved engine oils will begin appearing at gas stations, auto discount stores, GM dealerships, and quick lube outlets beginning this summer. Oils bearing the ILSAC Certification Mark, also called API Starburst symbol (see attached for description of API Starburst symbol), on the front of the oil container will be converting over to this performance level during the second half of 2004. General Motors has recommended the use of API Starburst oils in all of its vehicles sold in North America since 1993, and fully supports this latest upgrade to Starburst oils. A description of the new oil, code named ILSAC GF-4, and its benefits is provided in the following question and answer section.

What is ILSAC GF-4?

ILSAC GF-4 is the code name for the latest and highest performance level of engine oil available for use in gasoline engines. Oils meeting the GF-4 requirements must pass a series of rigid engine dynamometer and bench performance tests, designed to ensure that oils which pass the tests will provide excellent performance in General Motors vehicles. GF-4 engine oils will also help GM vehicles provide improved fuel efficiency, as well as help prevent deterioration of emissions system components.

Who developed the new standard?

The GF-4 consensus standard was developed by an inter-industry group consisting of the U.S. and Japanese automobile manufacturers, the oil companies, and the petroleum additive companies.

Why was it developed?

The new standard was developed to provide engine oils with increased performance capability (as described below) and increased fuel efficiency, and which are less harmful to emissions system performance. This will help GM vehicles meet the stringent Tier II emission requirements put in place in 2004, as well as the CAFE standards for fuel economy.

Why did the automobile and petroleum industries join together to develop ILSAC GF-4?

Both industries recognized the need to develop oils with the improved performance, fuel efficiency and emission control system compatibility characteristics of GF-4. The joint development ensured that both industries would support the GF-4 standard, and work towards rapid and effective implementation of the standard in the market.

What are the benefits of these new oils?

GF-4 oils will provide improved oxidation resistance (i.e., the oils won’t thicken as rapidly), improved deposit protection, better wear protection, and better low temperature performance over the life of the oil. In addition, GF-4 oils will reduce emissions system deterioration, and, depending on the driving conditions, should increase fuel efficiency for most customers.

Who should use ILSAC GF-4 engine oils?

All GM gasoline vehicles benefit from using Starburst engine oils over non-Starburst oils. 2004 and later model year vehicles will especially benefit, because of the increased emissions system protection offered by GF-4 oils. These oils are fully compatible with the GM Oil Life System.

Where can these new oils be purchased?

Many marketers will begin offering these latest Starburst oils during the summer of 2004. All oils licensed by API to display the Starburst symbol must meet the new requirements by April 30, 2005. So, by early to mid 2005, it is likely that any oil bearing the API Starburst symbol, whether it is purchased at an auto parts store, a discount store, a gas station, or a GM dealer, will be GF-4*. Quick change oil facilities should also have the new oils available by the Fall of 2004.

[SSrevolution]

I heard Dodge and Ford are soon (within next 3 years tops) revamping thier top of the line gas engines in Heavy duty pickups. The Ford V10 should have around 350hp and 455lbft of torque a much needed improvment over thier previous 310hp and 325lbft of torque. A still unconfirmed new Hemi 6.0L should pack 375hp and 400hp it should also inherit the displacement on demand used in the magnum and 300. So the current 8.1L with 340hp and 455lbft should be up for a redo. Preliminary indications say it will have GM's 1st version of displacement on demand. The current Big Block is a gas HOG! my co worker said on a trip from Columbus OH to Clevland and back he averaged 11mpg. More power is amost a sure thing too.

[akumaknight]

Fuel Effient BB engines are preaty much non existant.... thats why cars dont use BB engines any more. You can get the same power, and better ful from a SB. (Though I would love to get my hands on a buick 430...and Retrofit that into a LeSabre T-Type)

[HEVguy]

I was wondering what the fuel economy savings will be realized for the Vortec 5300 Gen IV V-8 (LH6) Truck Engine since it has DoD for ’05. Here is the comparison of ’05 vs. ’04 for the Trailblazer EXT. One note, the ’05 is the Chevy site’s estimated EPA fuel economy, the ’04 is from the official EPA fuel economy.

From these numbers, it looks like DoD helps highway numbers, but hurts city. GM has noted that most savings will be from highway driving (under 75 mph), but I wonder if official numbers will also show a drop in city mileage. I hope not. Also, GM said that consumers could expect bigger savings than those posted in EPA numbers.

Trailblazer EXT
’04 ‘05*
2WD 16/19 15/20
4x4 15/18 14/19

city/highway
* GM estimate, not official EPA numbers

Otherwise, there might be other model year changes that are affecting the drop in city numbers, but I doubt it. In actuality, it might be that the 5.3L doesn't get to operate in DoD very much in the EPA city cycle, but that when it switches back to all 8 cylinders it has to catch up more... resulting in lower mileage. This is supposed to be the reason why they decided to offer a new 3.9L with DoD instead of the 3.5... The 3.9 is powerful enough to stay in DoD a higher percentage of the time and result in more significant fuel economy savings.

[Ming]

I wonder if Chevy will ever offer the Inline-5 engine with a stripper model of the Trailblazer -- better fuel economy, lower price....? No stranger than offering the 4.3L engine in the full size Express van and Silverado. It would make for a good replacement for the "value SUV" - the Third World-esque Chevy Blazer.

[silverado_13]

I'd like to see some horsepower increases. As for the 8.1, even with Fords updated V10 the 8.1 remains competive. When the 8.1 is updated in 07/08 i think approx 350HP in enough. What GM should concentrate on it torque and getting all this power in the lower RPMs. The question has been asked "Where will the horsepower war end?". I think GM should concentrate on things like relability and dependabilty and getting the power in lower RPMs. Of course they should also out power everyone else to. I don't see the need in offering a 400HP truck aside from trucks like the lightning.

[KingElvis]

I agree that with advances like variable valve timing and lift and even variable intake manifolds, that the time of the MK IV big block is just about up. They could offer a 383 that wouldn't require "siamese" cylinders, (where they get rid of the water jackets between the cylinders). This insures that cooling wouldn't be a problem, as it was with the old 400 Chevy small block. You could expect to match the outdated 495cid engine's current output with a contemporary 383 Gen 4 engine.

Having damned the big block, I also think they should go ahead and put a stake in the heart of the 4.3 V-6, and just develop a gen 4 V-8 that emphasizes economy over power - it could be a 240 inch engine with 220hp. Then Chevy could brag about standard V-8 power. Currently, the 4.8L V-8 actually gets BETTER gas mileage ratings than the V-6 4.3, again, owing to a much newer, clean sheet of paper design.

Seems like you could save some production costs by going to just one engine block size in assembly - all the motor mounts for the 1 tons could be the same as the 1/2 tons for example.

[haleykeek]

:huh: i hope that chevy will incorporate the 3-valve/cylinder technology on the big 8.1litre engine.fords V10 now has 3-valve per cylinder and if i'm not mistaken,it now makes 355bhp for 2005.that's more power than the 8.1lV8.

[awalbert88]

Originally posted by KingElvis@Sep 3 2004, 09:52 AM
I agree that with advances like variable valve timing and lift and even variable intake manifolds, that the time of the MK IV big block is just about up. They could offer a 383 that wouldn't require "siamese" cylinders, (where they get rid of the water jackets between the cylinders). This insures that cooling wouldn't be a problem, as it was with the old 400 Chevy small block. You could expect to match the outdated 495cid engine's current output with a contemporary 383 Gen 4 engine.

Having damned the big block, I also think they should go ahead and put a stake in the heart of the 4.3 V-6, and just develop a gen 4 V-8 that emphasizes economy over power - it could be a 240 inch engine with 220hp. Then Chevy could brag about standard V-8 power. Currently, the 4.8L V-8 actually gets BETTER gas mileage ratings than the V-6 4.3, again, owing to a much newer, clean sheet of paper design.

Seems like you could save some production costs by going to just one engine block size in assembly - all the motor mounts for the 1 tons could be the same as the 1/2 tons for example.

That's largely what Ford did with the modular V8 family. The blocks aren't all the same, but everything is interchangable, saving greatly on production costs. So the VCT heads developed for the F-150 were easily passed on down to the Mustang, and hopefully to the Crown Vic soon as well.

I agree that GM should drop the 4.3 V6, and relegate the big blocks to crate engines. There's very little reason to offer big V10's in trucks when diesels are available with much better power and efficiency. Yes, I realize that some people don't want to have to use diesel because of availability, and that the V10 is cheaper, but when you factor in the fuel savings on the diesel, the cost difference becomes pretty negligable.

As long as GM is still making the ZZ572 V8 crate engine when I'm ready for my project Camaro, I'll be happy. :mf_boff:

[C/K Man]

Actually, in recent years, the overall cost difference between light truck diesels and large gas engines has been gertting closer. The new light truck diesels are very expensive options, usually around $5000. Due to the new emissions regulations diesels must meet, their fuel economy is not what it once was. Ultra low sulpher diesel, scheduled to be phased in during the next couple of years, is likely to be more expensive than gasoline. And, though diesels have build a reputation for long, trouble free service, that is not always the case. Late model diesels have very expensive fuel injection systems, and these systems often require very expensive repairs. These days, a diesel will not really pay for itself until well past 100,000 miles, and that's if something doesn't go wrong with it out of warranty. You pays your money and you takes your chances! Also, regarding the current 8.1L, and it's upcoming replacement: Remember that G.M. still sells a fair number of gas engined heavy trucks, as the 8.1L is an option in the Topkick and Kodiak. Though you probably could get similar output levels out of an LS-1 small block, you would not have the durability in heavy truck service that you have with a big block.

[MelvinJ]

Originally posted by C/K Man@Sep 10 2004, 05:16 AM
Actually, in recent years, the overall cost difference between light truck diesels and large gas engines has been gertting closer. The new light truck diesels are very expensive options, usually around $5000. Due to the new emissions regulations diesels must meet, their fuel economy is not what it once was. Ultra low sulpher diesel, scheduled to be phased in during the next couple of years, is likely to be more expensive than gasoline. And, though diesels have build a reputation for long, trouble free service, that is not always the case. Late model diesels have very expensive fuel injection systems, and these systems often require very expensive repairs. These days, a diesel will not really pay for itself until well past 100,000 miles, and that's if something doesn't go wrong with it out of warranty. You pays your money and you takes your chances! Also, regarding the current 8.1L, and it's upcoming replacement: Remember that G.M. still sells a fair number of gas engined heavy trucks, as the 8.1L is an option in the Topkick and Kodiak. Though you probably could get similar output levels out of an LS-1 small block, you would not have the durability in heavy truck service that you have with a big block.

I would agree with all of this. You can certainly match the horsepower of the 8.1 with the small block - the LQ9 already does. The 8.1 has been rated at only 330 hp for a couple of years, and the LQ9 has 345. But the LQ9's 380 lbft of torque @ 4000 rpms is a far cry from the 8.1's 450 lbft @ 3200.

The 8.1 also has a huge following in the boat industry which is extremely demanding. The pickup version of this engine benefit from experience gained in making the marine engines durable.

Having said this, the big block won't go on indefinately. When the next gen pickups come out for model year 2008, I fully expect it will be replaced.