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Old 08-31-2009, 05:20 PM   #1
G8JOE
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Default Good info on g8 gt motor part 1 of 4

2008 “L76” 6.0L V8 (L76)

6.0L Gen IV V8 (L76) CAR ENGINE
2008 Model Year Summary

· Active Fuel Management Calibrated For Pontiac G8 GT Passenger Car
· Structural Cast Aluminum Oil Pan Specific To G8
· Intake Manifold From LS3 Corvette Application
· Induction SystemSpecific To G8
· Exhaust Manifolds Design Specific To G8
· Electronic Throttle Control From LS3 V8 Application
· Gen IV Cast Aluminum Cylinder Block
· High-Flow Cylinder Heads
· Returnless Fuel Injection with Stainless Steel Fuel Rail
· Advanced Electronic Throttle Control Similar To LS3 V8
· E38 Engine Control Module
· 58X Ignition System
· Enhanced Noise, Vibration and Harshness Control
· Smaller Ignition Coils From LS3 V8
· Iridium Tip Spark Plugs


6.0L V8 (L76)
The 6.0L (L76) V8 is a cast aluminum block V8 with GM’s industry leading Active Fuel Management (AFM) technology. For 2008, the Vortec 6.0L V8 VVT (L76) is found in the Chevrolet Avalanche, Silverado and Suburban, and the GMC Sierra and Yukon XL models with an industry first cam-in-block variable valve timing (VVT) system. The Pontiac G8 is the first passenger car application for the L76, but without VVT.

This engine is from the family of fourth-generation descendents of one of the most important and successful engines in automotive history—the original Chevrolet small-block, which debuted in 1955. The Gen IV V8’s feature technology creators of the first small block could not have imagined, yet they share one fundamental trait with the original: a market-leading balance of performance, sophistication, economy and durability.

The Small Block Vortec V8s have fueled GM’s leadership in truck sales because they provide the right technology for the job, and now this technology is expanded to rear-drive high-performance passenger cars with the 6.0L (L76).

Full Description of New And Updated Features

Active Fuel Management Calibrated For Pontiac G8 GT Passenger Car
The aluminum-block Gen IV 6.0L (L76) features GM’s Active Fuel Management technology (AFM). AFM temporarily de-activates four of the 6.0L’s cylinders under light to moderate load conditions. It should increase fuel economy approximately 6 percent under the federal government’s required testing procedure and potentially more in certain real-world driving conditions. Yet V8-powered rear-drive performance vehicles don’t have to compromise on the outstanding peak horsepower of the 6.0L (L76) to go farther on a tank of gas.

Active Fuel Management stems from a simple premise: most V8 cars have more power than owners demand in all conditions. With AFM, owners have a choice to save fuel during routine commuting. The 6.0L (L76) saves fuel by using only half of the 6.0L’s cylinders during some driving conditions, and seamlessly reactivates the other cylinders when a driver demands full power for acceleration.

Managed by the sophisticated E38 engine control module (ECM), AFM automatically shuts down every second cylinder, according to firing order, during light-load operation. In engineering terms, this allows the working cylinders to achieve better thermal, volumetric and mechanical efficiency by reducing heat loss, combustion loss and friction, and lowering cyclical combustion variation from cylinder to cylinder. As a result, AFM delivers better fuel economy and lower operating costs. Perhaps the most sensible thing about AFM is that it harnesses the engine’s existing capabilities, starting with the potential designed into the E38 ECM. The only mechanical components required are special valve lifters for cylinders that are deactivated, and their control system. The incremental cost for the customer is nominal per engine. Active Fuel Management relies on three primary components: De-ac (for deactivation) or collapsible valve lifters, a Lifter Oil Manifold Assembly (LOMA), and the ECM.

One of the most sophisticated engine controllers extant, the E38 ECM measures load conditions based on inputs from vehicle sensors and interprets that information to mange more than 100 engine operations, from fuel injection to spark control to electronic throttle control. AFM adds an algorithm to the engine control software to manage cylinder deactivation and reactivation. When loads are light, the E38 automatically closes both intake and exhaust valves for half of the cylinders and cuts fuel delivery to those four. The valves re-open to activate all cylinders when the driver demands brisk acceleration or full torque to move a load. The engine’s electronic throttle control (ETC) is used to balance torque following cylinder deactivation or reactivation. The transition takes less than 20 milliseconds, and can’t be detected by the driver.

Valve lifters are operated by the engine’s camshaft, and lift a pushrod that operates the valves in the cylinder head. In the Gen IV 6.0L (L76), the De-Ac lifters are installed in cylinders 1, 4, 6 and 7, while the remaining cylinders use conventional lifters. The hydraulically operated De-Ac lifters have a spring-loaded locking pin actuated by oil pressure. For deactivation, hydraulic pressure dislodges the locking pin, collapsing the top portion of the lifter into the bottom and removing contact with the pushrod. The bottom of each De-Ac lifter rides up and down on the cam lobe but the top does not move the push rod. The valves do not operate and combustion in that cylinder stops. During reactivation, the oil pressure is removed, and the lifter locks at full length. The pushrods, and therefore the valves, operate normally.

The final AFM component is the LOMA. This cast-aluminum assembly is installed in the valley of the 6.0L (L76) in place of a conventional engine block cover. The LOMA holds four solenoids, control wiring and cast-in oil passages. The solenoids are managed by the ECM, and each one controls oil flow to a De-Ac Lifter, activating and de-activating the valves at one cylinder as required for Active Fuel Management.

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Old 08-31-2009, 05:21 PM   #2
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Default Good info g8 gt part 2 of 4

The fuel injectors in the Gen IV 6.0L (L76) are identical for all cylinders; those feeding the de-activated cylinders are simply shut down electrically by the ECM during de-activation. When the cylinders are deactivated, the engine effectively operates as a V4. AFM operation is load based, as measured by the ECM using dozens of inputs, overlain with the driver’s demand for power as measured by throttle application. AFM’s response time varies with oil temperature, but in all cases is measured in milliseconds. Operation is always transparent to the driver. The engine returns to V8 mode the instant the controller determines that acceleration or load requires additional power.

The benefits are substantial. Active Fuel Management does not effect exhaust emissions, and it will reduce overall emissions significantly, including greenhouse gases such as CO2, to the extent that less fuel is used. Further, the savings reflected in EPA numbers may not account for AFM’s full impact. Owners who primarily travel long distances at steady speeds will see substantially greater fuel-economy improvements. Because of the reduced mass of the Pontiac G8 GT compared to the full-size trucks which use the majority of the Gen IV V8 engines, the calibrations for switching from a V4 powered configuration to a V8 configuration have been modified to optimize efficiency.

Structural Cast Aluminum Oil Pan Specific To G8
The 6.0L (L76) V8 engine is currently available in five nameplates of passenger cars from GM division Holden in Australia, and part of the development of the engine included a unique cast aluminum oil pan that adds structure to the Gen IV aluminum block, increasing engine stiffness and reducing noise. To facilitate the Active Fuel Management system not normally used in the Holden applications, an oil return valve was added to the pan.

Intake Manifold From LS3 Corvette Application
Packaging the 6.0L (L76) V8 under the lower hoodline of the G8 GT passenger car required a lower intake system than is used by the engine in truck applications, and so the thoroughly developed intake from the current LS3 6.2L V8, new in the Corvette for 2008, is used with the 6.0L (L76).

Intake Air Chamber Specific To G8
The airbox leading to the throttle body and intake system is optimally designed for best flow for a passenger car.

Exhaust Manifolds and Design Specific To G8
As with the intake airbox, the exhaust manifolds and exhaust system designed specifically for passenger cars are used with the G8 GT application.

Electronic Throttle Control from LS3 Corvette Application
The advanced and sophisticated electronically controlled throttle control and integrated cruise control used on the LS3 Corvette application is also used on the 6.0L (L76) V8.

Gen IV Cylinder Block
The Gen IV cylinder block shares two key design elements with GM’s original small block V8: A 90-degree cylinder angle with 4.4 inch bore centers. Beyond that, the latest small block applies design, casting and machining technologies that were unfathomable in the 1950s.


The Gen IV block debuted in 2005 as the foundation for the 400-hp LS2 V8 in the Chevrolet Corvette, Cadillac CTS-v and Pontiac GTO, which was also developed as a Holden application. The new 6.0L (L76) block applies all the improvements that were developed from the LS2.
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Developed with the latest math-based tools and data acquired in GM’s racing programs, the new block provides an exceptionally light, rigid foundation for an impressively smooth engine. Its deep-skirt design helps maximize strength and minimize vibration. The bulkheads accommodate six-bolt, cross-threaded main-bearing caps that limit crank flex and stiffen the engine’s structure. The structural oil pans further stiffen the powertrain in all applications, car or truck.

The new-generation small block is cast with oil ports in its V, or valley, to accommodate advanced technologies in the “L76” 6.0L, including Active Fuel Management (AFM) cylinder deactivation. The Lifter Oil Manifold Assembly (LOMA), a key component of AFM, installs in the valley in place of a conventional engine block cover. As a result, knock sensors located in the valley on the Gen III V8 have been moved to the outside of the engine block, while the cam sensor has been moved from the rear of the block to the front cover.

The Gen IV 6.0L is offered with either a conventional cast-iron (LY6) for truck applications or an aluminum engine block (L76) for either truck or car applications, giving customers a choice and allowing technology appropriate to the application. The lighter aluminum block allows vehicle engineers more latitude in tailoring weight distribution, and can mean a slight improvement in fuel economy. The Gen IV aluminum block is cast from A356-T6 alloy, with pressed-in iron cylinder liners. It weighs roughly 100 lbs. less than a comparable cast-iron engine block.

High-Flow Cylinder Heads
The Gen IV 6.0L (L76) is fitted with high-flow cylinder heads, based on those developed for the high-performance LS2 and LS6 car V8s. These heads have offset rockers, like those in the LS7. They also have larger valves than the Vortec 6.0L V8 heads used in truck applications, and increase airflow in and out of the engine for higher horsepower. Yet the 6.0L (L76) heads maintain a compression ratio and calibrations that allow these engines to operate on regular gas.

Returnless Fuel Injection with Stainless Steel Fuel Rail
The 6.0L (L76) is equipped with a "returnless’’ fuel injection system, also known as a demand system, and the latest-generation Multec injectors with USCAR connectors. The Gen IV V8s represent one of GM’s first applications of USCAR-standard electrical connectors for the fuel injectors. The standard was developed to promote common, reliable connections across the auto industry and streamline regulatory oversight. The connectors are more compact than previous connectors, and designed for improved sealing.

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Old 08-31-2009, 05:23 PM   #3
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Default Good info g8 gt part 3 of 4



Originally introduced on the Gen III Vortec V8s, returnless fuel injection represented a paradigm shift for GM, developed to improve performance and decrease evaporative emissions. Previously, Vortec 6.0Ls used a return line between the engine and the fuel tank to manage fuel pressure by bleeding off excess fuel at the fuel rail and returning the excess to the tank. The new system eliminates the return lines and moves the fuel pressure regulator from the fuel rail on the engine to the fuel tank. Because it delivers only the amount of fuel needed by the injectors, and returns no fuel to the gas tank, the returnless system essentially eliminates heat transfer from the engine to tank. This reduces the amount of vapor generated in the tank and captured by the vehicle’s Onboard Refueling Vapor Recovery (ORVR) system.

With the returnless system, the 6.0L (L76) uses a fuel rail manufactured of stainless steel. Previous versions used a nylon rail. The stainless steel rail allows installation of baffles that manage fuel pulses in the returnless system and reduce noise.

Advanced Electronic Throttle Control
GM Powertrain has led the industry in applying electronic throttle control (ETC) to its V8s, and all applications of the Gen IV are now equipped with ETC. The Gen IV 6.0L (L76) introduces the next generation ETC.

With ETC, there is no mechanical link between the accelerator pedal and the throttle body. A sensor at the pedal measures pedal angle and sends a signal to the engine control module (ECM), which in turn directs an electric motor to open the throttle at the appropriate rate and angle. ETC delivers a number of benefits to the customer. Besides throttle pedal angle, the ECM measures other data, including the transmission’s shift patterns and traction at the drive wheels, in determining how far to open the throttle. ETC delivers outstanding throttle response and greater reliability than a mechanical connection, which typically uses a cable that requires adjustment—and sometimes breaks. Cruise control electronics are integrated into the system, further improving reliability and simplifying engine assembly.

The Gen IV 6.0L (L76) takes ETC to the next level by taking advantage of capability built into its advanced E38 ECM (below) and further streamlining the system. Its up-integrated ETC system eliminates a Throttle Actuator Control (TAC) module. The previous TAC takes commands from the ECM and then operates the electric motor that opens and closes the throttle. The E38 manages the throttle directly, without a TAC. Eliminating the TAC reduces cost and improves reliability. The direct link between the ECM and the throttle motor improves throttle response time (albeit in millisecond increments that are not apparent to the driver) and improves system security by removing a device (the TAC) that must be monitored for malfunction


E38 Engine Control Module
An advanced controller manages the multitude of operations that occur within the 6.0L (L76) every split second. The E38 is the mid-line controller in GM Powertrain’s family of engine control modules (ECM), which direct nearly all the engines in Powertrain’s line-up. In combination with advanced sensor technology, the E38 includes the ability to control and synchronize advanced technologies such as Active Fuel Management.

The E38 features 32-bit processing, compared to the conventional 16-bit processing in previous V8 engines. The E38 operates at 59 MHz, with 32 megabytes of flash memory, 128 kilobytes of RAM and a high-speed CAN bus, and it synchronizes more than 100 functions, from spark timing to cruise control operation to traction control calculations. The E38 works roughly 50 times faster than the first computers used on internal combustion engines in the late 1970s, which managed five or six functions.

The family strategy behind GM’s new ECMs allows engineers to apply standard manufacturing and service procedures to all powertrains, and quickly upgrade certain engine technologies while leaving others alone. It creates both assembly and procurement efficiencies, as well as volume sourcing. In short, it creates a solid, flexible, efficient engine-control foundation, allowing engineers to focus on innovations and get them to market more quickly. The family of controllers means the ECM and corresponding connectors can be packaged and mounted identically in virtually every GM vehicle. Powertrain creates all the software for the three ECMs, which share a common language and hardware interface that’s tailored to each vehicle.

The E38 also applies a rate-based monitoring protocol sometimes known as run-at-rate diagnostics. Rate-based diagnostics improve the robustness of the Onboard Diagnostics System (OBD II) and ensure optimal performance of emissions control systems. The new software increases the frequency at which the ECM checks various 6.0L (L76) systems, and particularly emissions-control systems such as the catalytic converter and oxygen sensors. Rate-based diagnostics more reliably monitor real-word operation of these systems, and allow regulatory agencies to more easily measure and certify emissions compliance.

58X Ignition System
The 6.0L (L76) has an advanced 58X crankshaft position encoder to ensure that ignition timing is accurate throughout its operating range. The new 58X crankshaft ring and sensor provide more immediate, accurate information on the crankshaft’s position during rotation. This allows the E38 ECM to adjust ignition timing with greater precision, which optimizes performance and economy. Engine starting is also more consistent in all operating conditions.

In conjunction with 58X crankshaft timing, the Gen IV V8s apply the latest digital cam-timing technology. The cam sensor is now located in the front engine cover, and it reads a 4X sensor target on the cam sprocket. The target ring has four equally spaced segments that communicate the camshaft’s position more quickly and accurately than previous systems with a single segment. It provides precise control required for variable valve timing.

The dual 58X/4X measurement ensures extremely accurate timing for the life of the engine. Moreover, it provides an effective back-up system in the event one sensor fails.

Enhanced Noise, Vibration and Harshness Control
The Gen IV V8s were developed for quieter operation, with virtually every system or component reviewed in an effort to reduce noise, vibration and harshness. Quiet features built into the engines are complemented by improved engine cradles and mounting systems. These help reduce vibrations transmitted through the chassis and into the passenger compartment.

The NVH enhancements include floating pin pistons, which reduce noise and increase durability. These pistons have wrist pins that “float” inside the rod bushing and the pin bores in the piston barrel. Compared to a conventional fixed pin assembly, in which the connecting rod is fixed to the piston’s wrist pin and the pin rotates in the pin bore, the floating pins reduce stress on the pin. They allow tighter pin to pin-bore tolerances and reduce noise generated as the piston moves through the cylinder. To further reduce wear, the pistons are coated with a polymer material, which limits bore scuffing, or abrasion of the cylinder wall over time from the piston’s up-down motion. The polymer coating also dampens noise generated by the piston’s movement. The result for the customer is less engine wear, improved durability and quieter operation.

The Gen IV V8s also feature a new heavy-duty timing chain developed expressly for quiet operation. The chain, which connects the cam and crankshaft, is validated for 200,000 miles of operation and fitted with a new leaf-spring dampener. Even the most durable chains stretch with time. In many engines they must be adjusted or replaced at scheduled intervals. The chain dampener on the 6.0L (L76) maintains optimal chain tension for the life of the engine and eliminates any flapping motion that might develop as the chain stretches with mileage. It ensures that the timing chain operates as smoothly and quietly as new, even as the engine accumulates high mileage.
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Old 08-31-2009, 05:24 PM   #4
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Exhaust manifolds were developed to improve durability and sealing and reduce operational noise. Cast nodular iron was the material of choice for its basic durability and excellent heat management properties. The manifolds feature saw cuts along their flange, or the surface where they mate to the engine. Originally developed for the big-block Vortec 8.1L for truck applications, these cuts split the flange into three separate sections, allowing each section to move under extreme hot-cold temperature fluctuations without interacting with, or creating stress on, another section. The cuts virtually eliminate friction on –and movement of—the exhaust manifold gaskets. This helps ensure proper sealing for the life of the engine and reduces the chance of gasket failure.

The exhaust manifolds are fitted with new triple-layer heat shields fabricated from stainless steel and insulating material. The shields limit heat transfer from the engine to the engine bay, allowing the 6.0L (L76) to reach optimal operating temperature more quickly, yet reducing heat in the engine compartment once that temperature is achieved. They also dampen the sound of exhaust gas rushing through the manifolds and further reduce the amount of engine operational noise that finds its way into the vehicle interior.

Smaller Ignition Coils
The individual coil-near-plug ignition on the 6.0L (L76) features advanced coils originally developed for the LS2, the new LS3, and LS7 Corvette V8s. The new coils are smaller and lighter than those used on previous “L76” V8s, and while they are still mounted on the rocker covers, they attach with a new mounting bracket that simplifies engine assembly. An individual coil for each spark plug delivers maximum voltage and consistent spark density, with no variation between cylinders.

Iridium Tip Spark Plugs
Improvements to the ignition system on the 6.0L (L76) include advanced spark-plug technology. Its spark plugs have an iridium electrode tip and an iridium core in the conductor. The iridium plug has a recommended life of 100,000 miles, but it offers a number of advantages over the platinum-tip plugs previously used in the Gen IV V8s.

The iridium spark plug has higher internal resistance, maintaining optimal spark density over its useful life. Its “self-cleaning” properties are improved, decreasing potential for plug fouling and further reducing the likelihood of maintenance over the 100,000-mile plug life. The electrode design improves combustion efficiency for maximum fuel economy and minimum emissions. Finally, iridium is more plentiful than platinum, reducing the plug’s material cost and preserving scarce noble metals.


Overview

Currently the development of the Gen IV 6.0L (RPO L76) V8, one of the fourth-generation descendents of the legendary Chevrolet small-block, includes applications in trucks that have achieved sales leadership through a balance of performance, sophistication, economy and durability.

The cast-iron block Vortec 6.0L (RPO LY6) was developed for heavy-duty applications, such as the all-new Chevy Silverado and GMC Sierra 2500 HDs. The LY6 has undergone the most rigorous lab- and road-testing process in small-block history. It’s validated to achieve 200,000 miles of operation in typical applications. The aluminum-block 6.0L was developed for maximum towing capability in vehicles like the Chevy Suburban. Its Active Fuel Management cylinder-deactivation technology improves fuel-economy when the trailer is empty or left behind.

All Gen IV 6.0Ls build on the solid foundation laid by their immediate predecessors: The Gen III Vortec V8s. Gen III introduced a host of advanced technologies to the overhead-valve V8, including aluminum cylinder heads, a thermoplastic intake manifold and electronic throttle control. Cylinder heads were designed with replicated ports that are identical in every detail, allowing constant cylinder-to-cylinder airflow. The valvetrain was developed on the belief that lighter is more efficient. A steel camshaft provides excellent durability. Steel roller rockers add stiffness, allowing greater engine speed with less vibration. Hydraulic roller lifters reduce friction for better fuel economy and wear resistance.

With their increase in output and fuel efficiency, the Gen IV small blocks share their predecessors’ low-maintenance requirements. The spark plugs extend anticipated plug life to 100,000 miles, while the coolant maintains its cooling and corrosion-inhibiting properties for 150,000 miles. Scheduled maintenance is limited to oil changes, and thanks to GM’s industry-leading Oil Life System, a customer should never pay for an unnecessary change. The ECM in all Gen IV 6.0L V8 engines records engine temperature, length of operation at a given temperature and several other operating parameters, and then indicates an oil change when it's actually needed, rather than according to a predetermined interval.
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Old 08-31-2009, 05:56 PM   #5
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Good info, thank you very much for sharing.
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Old 08-31-2009, 06:15 PM   #6
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So much of it is shared with the LS motors its a wonder that its not a LS76?
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Old 08-31-2009, 06:56 PM   #7
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Another good link to helpful information on the G8's drivetrain.

http://media.gm.com/us/pontiac/en/pr...8/09index.html
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Old 08-31-2009, 08:09 PM   #8
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I may be wrong but the article says that when AFM is operational, that the valves are closed. I think the valves on the deactivated cylinders are open to reduce pumping losses. Keeping the valves closed would make it harder for the engine to turn over, reducing the effectiveness of AFM. Someone can correct me if I'm hosed up. Don
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Old 08-31-2009, 08:27 PM   #9
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You're hosed up Don. The valves stay closed precisely to reduce pumping losses. It is not harder to turn the engine over. Think air spring. The energy required to compress the air in the cylinder is returned when the piston passes TDC.
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Old 09-01-2009, 01:00 PM   #10
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I don't remember where I got that article but after re-reading it after I posted it, it has a lot of info! And answers many questions that I thought I knew.
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Old 09-02-2009, 10:28 AM   #11
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G8 Joe - you seem very knowledgable about the 2008 GT engine. Can you tell me what heads are on this engine? Are they the rectangular port L92 heads or are they the cathedral port LS2 heads? I am looking to purchase a supercharger kit and thinking about upgrading heads as well and want to make the right purchase decision. I previously had a 6.0L in my GM truck that had LS2 catherdral port heads that i upgraded to L92 and added a supercharger.
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Old 09-02-2009, 02:55 PM   #12
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Quote:
Originally Posted by Mr. Darth View Post
G8 Joe - you seem very knowledgable about the 2008 GT engine. Can you tell me what heads are on this engine? Are they the rectangular port L92 heads or are they the cathedral port LS2 heads? I am looking to purchase a supercharger kit and thinking about upgrading heads as well and want to make the right purchase decision. I previously had a 6.0L in my GM truck that had LS2 catherdral port heads that i upgraded to L92 and added a supercharger.

They are the same heads as the l92. I know Ive had mine off.
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Old 09-03-2009, 04:55 AM   #13
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Best ask someone else, I am not sure...
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Old 09-03-2009, 06:48 AM   #14
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The GM replacement number is the same for LS3 and L76 #12615361
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Old 09-08-2009, 01:07 AM   #15
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the L-76 heads are awesome for stock production heads. cam is small, though. with an ls2 cam this engine would run circles around an ls2.
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Old 12-21-2010, 07:54 PM   #16
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Oh man does GM sweat that AFM technology so bad hahaha! I think it flat out blows, doesn't do much for gas mileage, makes the engine weaker, and makes annoying sounds. That's about it.
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Old 06-10-2011, 12:28 PM   #17
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For a newbie like me, the details on the motor were excellent!
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Old 06-26-2011, 01:51 PM   #18
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Ditto Ben! I've never owned a V8 powered vehicle. My first car was a 91 camaro with a v6, and I tried to do everything I could to it so I could learn about how a car works. I took everything apart that I could get to, (or that I had the tools for) and ever since then, I just decided, you know people get paid to do this type of stuff and I'm not one of them. So I got this car and I want to add stuff to it, like heads or a cam or whatever, but I'm afraid to touch it! I'm afraid of goofing something up on my part, but this review makes me comfortable in knowing that this motor is the real deal. Strong and durable, Though I think any engine will run 200,000 miles if its taken car of. I've got 60,000 on mine just last night, and I couldn't be happier with the motor. Sounds AWESOME!!!
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GXP Rear Diffuser & Front Bumper Swap
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Old 07-06-2011, 10:46 PM   #19
RatedGXPG8
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i love this car and i have owned them all at one time or another to all that have put the cash down on the g8 way to go men and women great buy ... sad to see them go into the dying of the light...
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Old 09-28-2011, 07:31 PM   #20
djerickd
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good info!
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09.1 G8 GT, 20x9.5/10 RD Sport RS-5's, 255/30 & 275/30 sumitomos, magnaflow catback, Kooks mids w/cats, Crawford ported TB/manifold, Spectre 4"/LS7 MAF, Rotofab, HID's, Aussie SV6 tails, GXP front bumper, GXP rear diffuser, BMR strut bushings/cradle inserts/sway, Megan Coils, CTS-V 6/4pot Brembos, HSV steering wheel, Klearz corners, HSV map lights, CHenry splitters/tuned

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