Hey I was just funnin about the age thing

.......I was thinking about a C6 but the C7 was around the corner and I knew I would be kicking myself later if I pulled that C6 trigger :)

The NPP..The zl1 has a system that opens at idle. That is when you are sitting at a light or sitting in a parking place the system does its by-pass thing. That makes the idle nasty. Then when you drive away it quiets down until you nail it. Then it works like the C6 system. My bet is the C7 will do the same hint. From what I have read the middle two pipes are by-passers and the out side pipes are the quiet (relatively) outlets.

:cheers:

Lol, all I need is a home address. Leave the rest to me (cue Mission Impossible music)

I stand corrected, thank you for the info! But when GM lists the specs for the LS9, they say "Forged pistons", when they talk of the other pistons, including LSA, they always say, "hypereutectic aluminum". From what I've read: Hypereutectic pistons can be forged, but typically are only cast, because the extra expense of forging is not justified when cast pistons are considered strong enough for stock applications. It seems that in most online car circles, people mean cast hypereutectic aluminum when they refer to a piston as hypereutectic. Perhaps that explains why the article refers to both the LSA and LS9 as hypereutectic, maybe GM forged the hypereutectic pistons for the LS9, vs. cast for LSA?

While it's possible to forge or cast a wide variety of alloys, some are better for casting while others are better for forging. For forging, you want an alloy with a grain structure that "flows" or aligns more readily during the forging process. If correctly done, this results in a stronger piston because the grain structure will be aligned along the load paths. Unfortunately, many forge-able alloys have a higher coefficient of expansion (partially because the forging process results in a denser grain structure...there's just more aluminum packed into a given volume) than the preferred casting alloys do, so they grow and change shape more when going from cold to operating temperature than the "casting alloys" do. Forged pistons are stronger, but their greater expansion when heating requires greater bore clearances when cold. Those greater cold clearances have the potential to negatively affect ring seal just when cold engine emissions are beginning to come under scrutiny. Modern cast pistons are much more dimensionally stable and so can be run with much tighter clearances. If less-than-forged strength will suffice, engineers will choose cast jugs every time. There is too much upside to doing so for them to ignore all the benefits of those tighter clearances, not to mention the lower cost. When spread over thousands (or even millions) of engines, that's a real consideration, too...

Of course it will be faster than a C6. The question is how much faster...

I want to know the answer to that myself :thumbs:

And how much quicker. And how much more responsive. And how much more fuel efficient.

After reading the whole Hot Rod article and some of the other articles put out that indicate GM is attempting to prevent the ECM from being reflashed, my suspicion is that GM will offer it's own Stage One/Stage Two type reflashes that will bump up the horsepower significantly beyond the 450 mark, and will retain your warranty.

This will allow GM to be able to tap into the money that used to go to the aftermarket for tuning and modification.

:iagree: And makes a ton of sense (and cents) from a GM profit perspective. :yesnod:

Now that's a different spin..albiet a good one!

Highly doubtful.

Maybe. But I can certainly envision a scenario where GM releases a base model car with around 450hp, but you can pay the dealer a fee ($1,000 or so?) to have it upgraded via a reflash and maybe another performance part or two added (CAI) that will increase it to nearly 500hp but still retain your factory warranty.

If I read the Hot Rod article correct, GM is already doing this with some of their V6 Engines. So it isn't too far out of the realm of possibilities.

From what I've also read, it appears GM has put some pretty serious encryption algorithms into the new ECM as well to try to prevent it from being reflashed by anyone except a GM dealership.

It might also explain the "snicker" that the GM Engineers had over the announced 450 HP number. Yea, its 450 hp in stock trim, but with the turn of a couple electronic dials it can climb close to Z06 territory. It would seem like a smart marketing move on GM's part, but I guess we'll have to wait and see.

A little more (460 maybe)

A little more (under 3100 would be amazing in a modern sports car. I don't think it's feasable to do under 3000.)

:thumbs:

I don't think GM is doing this with any of their V6 engines. They did do it with the Cobalt SS/TC, Saturn Sky RedLine, and Solstice GXP 2.0L turbo SIDI "LNF" engine, though. Stock output was 260hp/260tq but with the GM dealer installed upgrade, the numbers were boosted to 290hp/340tq with retained factory warranty.

A reflash for more power is much easier with a boosted car where you can raise the boost pressure though, so I also think it seems less likely with the LT1.

How much did they charge for that?

Wonder if Chuck Cow could break the ECM................:yesnod:
Just sayin'
Mike :canadaflag:

iirc it was ~600 bucks. At one point I had the GM press release saved as a bookmark, I'll see if I can find it. I do recall that the auto versions gained less of a boost, and it was also vehicle specific (auto vs. manual; fwd Cobalt/HHR vs. rwd Sky/Solstice), so it seems GM was pretty careful to boost each vehicle application to only what they knew the rest of the drive-line could take while being comfortable with honoring the warranty. The LNF was a fully forged engine with SIDI, a dual scroll turbo, and independent VVT--nice little engine.

EDIT: Google search returned some additional reading:
http://www.gmpartshouse.com/19212670...bo-upgrade-kit
http://www.motorauthority.com/news/1...lstice-sky-hhr

Looks like GM Parts house has it for 500, but the original article cited 650.

That article is particularly interesting as it mentions unlocking an ECU "learning feature", "enables the computer to adapt to and benefit from basic bolt-on mods such as intakes and exhausts." I've never done any research to see how effective that actually was. The article also reminded me that part of the tune raised the redline.

Thanks for the post interesting read and I will be wanting a new C7 in the future.

Don't get too excited.....yet.