625hp 3.5l 280lbs 10,700rpm chevy v8 :D
 

yah i know its a indy engine but just shows u that us americans can build low liter light weight high rpm engine

http://autoworld.com/news/chevrolet/X03MO_CH003.jpghttp://www.automobile-riekmann.com/m...vy_indy_v8.jpg



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Louis Chevrolet, co-founder and namesake of the Chevrolet Motor Division, was a gifted engineer and a daring race car driver. He competed in the Indianapolis 500 four times, with a best finish of seventh in 1919. His brother Gaston won the Indy 500 in 1920.

The Chevrolet name returned to the open-wheel arena in 2002, borne by a purebred competition engine that incorporates advanced, yet affordable, technology. Unlike the ungainly engines of Louis Chevrolet's day, the new Chevy Indy V-8 racing engine is a sophisticated, technically advanced powerplant.

GM Racing, the technical arm of GM's motorsports program, designed and developed the major components of the new Chevy Indy V-8 in house using GM personnel and GM's technical resources. The engine block, sump, cylinder heads, cam covers, and front cover carry factory part numbers, and are distributed through selected engine builders.

The 2003 Chevy Indy V-8 is the second new Indy car engine produced by GM Racing in two years. It is the successor to the Chevrolet engines that won 14 IRL events in 2002 and captured the manufacturers', drivers' and team championships. The 2003 Chevy Indy V-8 is 3 inches narrower, 3 inches shorter and 35 pounds lighter than the 2002 version. The 3.5-liter (214 ci) engine has an aluminum cylinder case, aluminum cylinder heads with four valves per cylinder, dual overhead camshafts and sequential electronic fuel injection. It produces more than 675 horsepower and weighs 280 pounds.

"The Chevy Indy V-8 engine program reflects the values that have made Chevrolet America's brand," Negri continued. "We will be responsive to the needs of our customers and flexible in our dealings with teams. Our goal is to create an engine program that is straightforward, fair and user-friendly. We will sell Chevy Indy V-8 engines to IRL teams at the IRL-specified price of $120,000, and we will institute a leasing program if requested by our customers. Most importantly, we are committed to the principle of accessible and affordable technology. Updates to the Chevrolet engine package will be released to all bona fide Chevy teams when the equipment is validated and manufactured in sufficient quantities."

GM Racing engineers used powerful design tools to create the new engine, which went from concept to the dyno cell in just nine months.

"The 2003 Chevy Indy V-8 builds on the experience GM Racing has gained with two previous IRL engines," said lead engine designer Roger Allen. "It also takes full advantage of changes in the technical regulations as the IRL series has moved from production-based engines to purpose-built racing engines. For example, the new Chevy Indy V-8 has a precision gear camshaft drive instead of chains, two fuel injectors per cylinder instead of one, and removable light-alloy wet cylinder liners instead of the cast-iron dry liners that were used previously."

"In addition to this new hardware, GM Racing is also developing a new engine management system with sophisticated software features," Allen added. "Prototype units have already been tested extensively under racing conditions, and GM Racing's electronics specialists are tailoring the system to the requirements of the new engine."

The IRL engine rules for 2003 specify a maximum engine displacement of 3.5 liters (214 cubic inches). Engine speed is regulated by a programmable rev limiter to a maximum of 10,300 rpm (a 400 rpm reduction from the 10,700 rpm maximum in 2002) and 180-degree "flat" crankshafts are required.

The nature of Indy car racing makes unique demands on an engine, including the use of methanol fuel, sustained high-speed operation and installation as a fully stressed chassis member. The Chevy Indy V-8 was designed to meet these requirements.

The IRL engine formula also presents stringent technical challenges. The IRL rules stipulate a maximum cylinder bore diameter of 93 mm (3.66 inches), which requires a 64.4 mm (2.53-inch) stroke crankshaft to produce 3.5 liters of piston displacement. This stroke yields a mean piston velocity of 4,385 feet per minute and a maximum acceleration approaching 7,000 times the force of gravity at 10,300 rpm. This piston acceleration requires special attention to piston, pin, pin lock, and connecting rod design to ensure reliability in a 500-mile race.

The Chevy Indy V-8 block has light-alloy wet cylinder liners. The sump has five integral main bearing supports and provisions to scavenge oil from the crankcase. The engine is a dry deck design that uses cylinder sealing rings and O-rings between the block and cylinder heads, instead of conventional head gaskets.

Peak power is all-important on the high-speed ovals where the IRL series competes. The need to maximize power at the 10,300-rpm limit defined the Chevy Indy V-8's camshaft timing, valve sizes, and port volumes. The Chevy Indy V-8's aluminum alloy cylinder heads are CNC-machined. Four camshafts operate the 32 titanium valves directly through inverted-bucket lifters. Conventional dual-coil steel springs close the valves. (Pneumatically operated valvetrains are prohibited.)

The electronically controlled coil-at-plug ignition system has no moving parts. This design provides maximum energy to the spark plugs and eliminates the need for a conventional distributor and spark plug wires.

Maximum engine speed is regulated in the IRL series by a tamperproof electronic rev limiter that is maintained and programmed by IRL technical inspectors. The rev limiter is a cornerstone of the IRL's commitment to contain costs and maintain safe racing speeds.

"In order to achieve a competitive advantage in the IRL series, an engine manufacturer has to focus on fundamentals such as improving efficiency and minimizing parasitic power losses," Negri noted. "These are topics that have relevance to production engines."

Louis Chevrolet would no doubt approve

Super Sick Imagine to have that in your car driven on the street! Un beatable! :D

I'd like to shove that into my go-cart :twisted:

Needs to be offered as a GMPP crate. I'm loving thier new stuff, i.e. the 572, but this would just be the icing on the cake.

Nah, I prefer cubes over RPMs any day. The high pitched sound just hurts my ears. :(

how high pitch can u make a v8 everone ive herd always sounds nice

Ferrari 360 Challenge Stradale... thats how high. Everyone loves that sound, personally I think its absolutely terrible.

I personally dont like that sound either Hemi, like a banshee, or a dying whale sound. I prefer the low-mid revs of american muscle cars of the current and past. I guess you could just stick some flowmasters on the car and it would sound find.

This one shows again: You just can't beat horsepower !

oh man :twisted: go cart :twisted: can u say death trap but man that would be one tough cart :P

This is like Initial D, you have a 'super-engine' that you can put in a normal car.. ahahahaha

8) This is kinda along the same lines as the new Viper SRT-10 engine was the same engine in both the car AND the truck 500hp 525-ft.lbs of torque how can u go wrong? :twisted:

I like it,Who said Americans can't build race engines?????

I'd put it in a GoKart, that or a Small compact car, hmm let's say MR-S? or Miata hehe

this is a racing engine:
604"/640 THE ULTIMATE HEMI
http://raybarton.com/catalog/ultimatehemi.jpg
Runs low 7 or 6s (drag)
:twisted:

^^ Now try putting that in a Miata!! lmao... when Im older and have all the spare time on my hands im gunna do that :twisted: And not a drag miata either... a street miata muahahaha. I wish, but we'll see lol.

Öh...and who said that V8 doesn't take revs.....:)
Nice really...awesome engine...I wonder what it sounds....:)

Yes nice engine and i suppose they limited the red line to prevent a drift of the costs like in F1 but one can regret it as it can't be the top of what exist.
However i understand the philosophy that the show prevails on technology (i don't say the V8 is not high tech but the developpement is limited) but i prefer the F1.
Sorry.

Well I guess I would say that either way works for me. I love the sounds of a v-8 running at 8-9000 rpm in the ferraris but also enjoy a 427 side oiler with side pipes. Both will make people cover there ears. :roll:

It's not that American's can't build high revving engines. It's just that Europeans and Japanese companies can build better ones.

im sorry fluxlo, but this is a motor that does an AMAZING job in terms of reving high....you forget, its an indy motor, all it does is sit in the revs...its silly to think that american companies couldnt do it if they wanted, which apparently they have done really well.....
btw, im more of an import guy, funny how that works eh?

Ummm I dont wanna burst your bubble but technically thats a Cosworth built engine...Chevy just put their valve covers on it

naah ....american's car are built for duraibility .....unlike jap which had to be rebuilt every 3 yrs .....

if u check the japanese regulations for older cars ...u will know why japanese cars are not make to last .....

btw how many 80's jap cars are still road worthy ?? its because the engines are made to work overtime all the time , while american cars like the mustang .....were meant to last ...and if u bring your stock mustang to a tuner , wonders could be done to it if its stressed out like any jap car ...

BTW the new sentra SUCKSSSS :twisted: :twisted:

It's not that the Big Three cannot build good high-revving engines- Ford builds a nice 4.6 DOHC 32 valve aluminum block engines that is not only being used in their lineup but in the MG SV, the Koenigsegg and the DeTomaso line of cars, it's that the American consumer loves high torque engines. Always has and always will. Plus we have a deep interest in purchasing full size pickups and SUV's that require the pulling power of a torquey V-8.