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Chevrolet 153 Inline 4 (Chevy II, pre-Iron-Duke - includes the Vortec 3000/181 industrial/marine crate motor) Detroit Diesel V8 6.2L and 6.5L; Duramax V8; Generation III V8s with modifications. These modifications include an additional bolt hole at the top of the pattern, and attachment points for cast oil pans to lower bellhousing extensions ...
The composite upper intake manifold and cast aluminum lower intake from the L35 engine is also used on the LU3. The LG3 uses a cast aluminum upper intake and a cast iron lower intake. [7] The lower intake eliminated the EGR valve. The LU3 also received a "quiet cam" to help reduce vibration at both idle and high engine speeds.
Other modifications include long runner intake manifolds, powder-forged connecting rods and the introduction of six-bolt main bearings (as opposed to four on the previous generations). Long runner intake manifolds in the LS series increases the airflow into the cylinders at low revolutions, increasing the torque. Truck applications of the LS ...
This allowed the use of cast-iron crankshafts; the previous crankshafts were made of forged steel, which was more expensive. The rod bolts were changed from 11/32" diameter to 3/8". The oil-fill location was moved from a tube on the front of the intake manifold to a cap on the left- or right-side valve cover, depending upon the application.
The graph above shows the intake runner pressure over 720 crank degrees of an engine with a 7-inch (180 mm) intake port/runner running at 4500 rpm, which is its torque peak (close to maximum cylinder filling and BMEP for this engine). The two pressure traces are taken from the valve end (blue) and the runner entrance (red).
The 3.2 L; 193.8 cu in (3,175 cc) LA3 or Y32SE is a complete redesign of the L81 for the Cadillac CTS and Opel Omega B. [citation needed] It had fixed (non-variable) valve timing, and a variable length intake manifold. The engine has a 87.5 mm × 88 mm (3.44 in × 3.46 in) bore and stroke with a 10.0:1 compression ratio.
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