Looks like if you want a big gasser motor, Ford is the only way to go.

GM has killed the 8.1L in the new 2500HD and 3500HD.

http://www.media.gm.com/us/gm/en/new.../hd/index.html

 

Kind of interesting.......the 6.0's #'s are a little short on the torque side but have the same and MORE horsepower than the V10 and 8.1.

The 6.2's 400+ horsepower is also in the wings if needed........that darn LSx motor is an INCREDIBLY versatile motor.

 

I think we kind of knew this was coming all along. Fact of the matter is, in recent years, the D-max is the motor of choice for the pulling crowd, and the 6.0 appeals to the buyers with $$$'s on their minds.

 

The HP and torque are all pretty high up in the rev range for pulling. 5700/4300 rpm. 5th gear in the available auto is 0.85. 6th gear is 67. That puppy is going to be screaming towing a load up a hill.

The 8.1L's peak HP/torque are at 4200/3200 rpm.

Car and Driver tested the engine in an Escalade a couple of months ago. Gulp, gulp, gulp and pretty loud too.

The 6.2L just doesn't look like a good pulling choice.

 

LOL!!...........I'm a V10 owner, I know what screaming up hills is like...

 

The Big 3 have also decided that if you want a heavy puller (i.e. diesel), a crew cab pickup is the biggest thing that you are going to get. I have to admit, my MegaCab is plenty quiet and comfy (nicer than my X - shhhhhh, don't let my wife hear that).

OK with me, but I don't haul 6 people (usually just 2 cars and swap meet stuff).

It's an end of an era. Every fall, just like the leaves turning, you could count on a steady line of travel trailers being pulled by diesel Suburbans heading south to Florida down I-75 from MI and OH.

 

But GM teased us with an LS based V10........would have/could have been very interesting.

 

Within the last year, GM announced that they were working on an improved 8.1, with an increase in displacement to 8.2L.

 

News to me......remember talk of V10 but it wasn't based on the old 454.

 

I don't think we will see big block V8s in the future because of emission requirments. Meeting emission requirements is easier with smaller pistons even if you need more of them.

 

I've used that statement many a times........read the theory, understand controlling flame patterns etc...

Even defended the Mod motors small bores (and bore spacing) because of the future of EPA emission testing.

Guess what? While the original GM LS motors started with sub-4" bores for the reasons stated, they are creeping past the the 4" mark with the small block 427 (LS6)being at 4.25"(?) not only big block bore sizes but very thin cylinder walls because of the obvious smaller bore spacing.

Obviously something about that port/chamber design of GM's LS motors that works!!!

 

While the GM big block is dead, the 6.0 looks pretty darn good. Only 9HP and about 80 ft/lbs less than the 6.8 and it's the standard engine.

The 6.0 is the clear choice over the 5.4.

Mike

Edit: Compared to the 2V 6.8, the GM 6.0 only lacks 50 ft/lbs and is 43 HP more powerful.

 

Big block and small block Chevrolets are more about design than size. I remember when you could buy a 396 big block and also a 400 small block. The big block could go as large as 454 and the small block was about at its limit. The small blocks were much more dependable than the big blocks. My friends bought 396 Chevelles and they ate valves. That's one reason the muscle cars with big blocks that have matching numbers are so valuable today. Big blocks blew up and they were frequently replaced with small blocks. The first Chevrolet big blocks were the 348/409 engines that began around late 57. The small block 327 was a much better performer.

 

The GM small block has always been a runner. I knew from the begining that the 8.1 wasn't going to last. The motor was only out 1 year when GM actually decreased the hp of the motor. I think it was mostly emmisions and not dependability issues.

Not only that, but I do believe that the 8.1 did worse at pulling than the 6.0. The 6.0 always had the 4L80 that was better spaced for the gassers rev range than the Allison. Also the Allison robbed any additional hp or torque advantage that the 8.1 had over the 6.0. I think the Allison was more designed to be mated with the Duramax due to its shift points, gearing etc. I just don't think the 8.1 and Allison were as good together as the 6.0 and the 4 speed. That seems to be my take on the whole thing even though people love the Allison and all of its features.

I think GMs new 6 speed light duty trans will take advantage of the hp and torque of the new 6.0, and I think the new 6 speed will be lighter built than the Allison, so it will get more hp to the ground and still be every bit as durable for the application. Hopefully GM will incorperate all of the tap shift and grade braking features of the Allison to make a great drivetrain no matter gas or diesel.

Fairwell 8.1

BTW we owned a 99 GM 6.0 gasser, and that thing would scream pulling a camper, but the fuel mileage didn't really ever drop. Around town we averaged 11-12 and pulling a 5th wheel camper, we average 10-11 at 75mph. Go figure.

 

When talking about the LSx series motors most people don't realize how flat the torque curve really is. You have over 300ft lbs of torque(LS2) from 2000rpms till 6000rpms. Peaks at the rear wheels at about 350#. Those are dyno numbers from my Vette.

It would not be my choice for a pulling motor but I bet it would outpull most any small V8 on the market. And when not pulling would out gas milage them all when mated to the 6L80 tranny.