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Re: Gas Prices- At What Point Do You Park It? [message #116512 is a reply to message #116338] Fri, 25 February 2011 13:36 Go to previous messageGo to previous message
Craig Lechowicz is currently offline  Craig Lechowicz   United States
Messages: 541
Registered: October 2006
Location: Waterford, MI
Karma:
Senior Member
Gord,
Didn't mean to imply that I was against change, but remember it wants to be change for the better. Not unlike suspensions, I'm no engine expert either, but between a little racing long ago, several years as a mechanic (still master certified) and a long time with a big 3 automaker, a little rubs off. Matt Colie is probably the most knowledgable person I know as far as dyno results, as he was involved in a lot of development programs in his career.

Rob got part of good comment in there about not confusing hp with torque. But on a more fundamental level, at the scale of a GMC, specific output (horsepower per litre) is almost always opposed to fuel economy (at the engine level called BSFC, brake specific fuel consumption, often measured in lbs. per hp/hour). The reason, as you allude is friction. You get lots of hp per litre by spinning smaller engines faster, and friction losses go up with the cube of the speed. Additionally, higher rpms require stiffer valve springs, which drives more friction. So, don't underestimate the ability of a big slow turning engine to generate good fuel economy. Cars can get good fuel economy with small engines run at high speeds as they are not required to run there very often, and at cruise, most of those engines are running 2,000 rpm or less, not much different than the GMC. The difference is, if you put the same engine in the GMC it would have to turn a lot faster to move it, and some of those small engine fuel economy improvements are lost. To make a long story short, there is a reason big over the road trucks typically are over 10 litres, and sometimes way over that.

Couple of trivia bits for you on fuel injection. As cars and trucks at GM moved from carbs to fuel injection the conventional wisdom was that port systems helped torque a lot (maybe 40 or 50 ft. lb on a midsize V8), and didn't do as much for either hp or fuel economy. (maybe 10 hp and 3%) Their biggest gain was in emissions control, which was and is a huge part of engine design. There may be some incremental improvements since then, but it's not night and day. Carburetors don't do well in transient conditions, cold starting and on coast where injection can be controlled much more precisely, but at steady speeds and loads, if tuned properly can be surprisingly good.

My next door neighbor retired from GM Powertrain, and he tells the story of the "Cross Fire Injection" which was a sort of dual TBI system used for only one year on 1982 Corvettes because a certain executive who's son is now the president of GM North America was in love with it. Powertrain struggled to get the expected hp with it on the dyno despite a lot of development. Just for yucks one day, they bolted what he described as a beat up 5+ year old Holley and aluminum manifold on it, and instantly got 40hp more power. Admittedly not the world's best fuel injection system, but some credit to archaic carburetor technology as well.

No question you can spend $20 or $30k on an engine swap and pick up 20% if you don't mind living with a development project and don't mind driving it 300,000 miles to achieve some payback.


Craig Lechowicz
'77 Kingsley, Waterford, MI
 
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