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4.6L RWD Northstar info by AJxtcman
Started on: 02-16-2007 06:42 AM
Replies: 9
Last post by: AJxtcman on 02-17-2007 08:45 AM
AJxtcman
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Report this Post02-16-2007 06:42 AM Click Here to See the Profile for AJxtcmanSend a Private Message to AJxtcmanDirect Link to This Post
This is the engine currently use in the XLR, SRX, STS. This engine uses VVT, front side water pump, and the cranks sensor is under the intake manifold. I hope this will aid in a discussion to or not to use this in a swap. RPO LH2.

[This message has been edited by AJxtcman (edited 02-16-2007).]

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AJxtcman
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Report this Post02-16-2007 07:21 AM Click Here to See the Profile for AJxtcmanSend a Private Message to AJxtcmanDirect Link to This Post
This first came to us in the XLR with GM LAN. This was the second car with GM LAN also known as CAN. The first car was the Malibu Maxx. GM says that the XLR was the first car for some reason in some documents. The CAN protocol is a big help on altering the program and running VVT. It runs a ECM and a TCM they are both currently open for modifying. The ECM runs about $200 and then $500 to have it reprogrammed for you application and specs. I will find the ECM type and list it. I think it is a E38.
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AJxtcman
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Report this Post02-16-2007 07:44 AM Click Here to See the Profile for AJxtcmanSend a Private Message to AJxtcmanDirect Link to This Post

AJxtcman

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AJxtcman
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Report this Post02-16-2007 07:52 AM Click Here to See the Profile for AJxtcmanSend a Private Message to AJxtcmanDirect Link to This Post

AJxtcman

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Report this Post02-16-2007 07:19 PM Click Here to See the Profile for AJxtcmanSend a Private Message to AJxtcmanDirect Link to This Post

AJxtcman

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Engine Component Description


http://service.gm.com/servl...rieveTif?pic=1349285

The Northstar V8 VIN Code A is a 4.6L (279 cu in) engine incorporating two intake and two exhaust valves per cylinder with individual cylinder head mounted camshafts with camshaft position actuators for intake and exhaust functions (DOHC). The cylinder bore diameter is 93 mm (3.43 in) and the piston stroke is 84 mm (3.31 in). The cylinders are arranged in two banks of four with a 90 degree included angle. The left, front, bank of cylinders are number 2-4-6-8 and the right, rear, bank cylinders are 1-3-5-7. Engine firing order is 1-2-7-3-4-5-6-8.

Crankcase
The cylinder block is constructed of aluminum alloy by the die casting method and is constructed of two sections, an upper and a lower crankcase, split at the crankshaft center line. The grey cast iron cylinder liners are cast with the upper crankcase. The upper and lower crankcase sections are held in alignment by four dowel pins. Once machined, the sections must be kept together as a set. Sealing between the crankcase halves consists of a silicone rubber seal and a bead of anaerobic sealant along each side. Since the lower crankcase contains the lower main bearings, this casting adds to the structural rigidity of the engine assembly. Both upper and lower crankcases incorporate oil drain back passages isolated from the crankcase. These passages provide a direct path from the cylinder heads to the oil pan in order to prevent the needless aeration of the oil through contact with the rotating components.

Crankshaft
The crankshaft is a forged steel design with five main bearings. Crankshaft thrust is taken by the number three main bearing. The position sensor, also known as the reluctor wheel, is integral with the crankshaft. The crankshaft is internally balanced and incorporates a one piece rear seal. A rolled fillet radius is incorporated on all bearing journals to improve fatigue strength.

Connecting Rods and Pistons
The connecting rods are forged steel and have full floating piston pins. These pins are slip fit in the bronze bushed rods and are retained in the piston by round wire retainers. The cast aluminum pistons use two low tension compression rings and one multi-piece oil ring. The top compression ring is nitrided steel. The second compression ring is coated cast iron. The oil ring is a three piece side seal type ring which incorporates a steel expander and two chrome plated steel rails. To provide a non-scuffing surface when the engine is new, the pistons are tin plated. The piston skirts are coated with a coating to provide reduced friction.

Camshaft Drive System
The four overhead camshafts are driven by three separate fine pitch chains. The primary drive chain connects the crankshaft with the intermediate shaft and sprocket located directly above the crankshaft behind the engine front cover. Each camshaft drive chain connects the intermediate sprocket with the camshaft position actuators on each intake and exhaust camshafts on the cylinder heads. Two camshaft drive chains are used; one for each cylinder head. Each of the chains incorporates a hydraulic tensioner to minimize chain noise and provide accurate valve action by keeping slack out of the chain and continuously adjusting for chain wear. This is accomplished by providing engine oil pressure to each tensioner forcing a nylon pad into mesh with the slack side of the chain. As the chain stretches from wear, a ratchet mechanism inside the tensioner prevents the nylon pad from retracting when the engine is turned off and engine oil pressure ceases.

Camshaft Position Actuator System
The camshaft position actuator system is an electronically controlled and hydraulically actuated system. The camshaft position actuator system enables the engine control module (ECM) to change camshaft timing of all four camshafts hydraulically while the engine is operating.

Two camshaft position actuator magnets, one for each camshaft position actuator oil control valve, are mounted to a camshaft position actuator housing on the front of each cylinder head. The ECM energizes the camshaft position actuator magnet in order to create a magnetic field. The magnetic field created by the camshaft position actuator magnet pulls, from the home position, the spring loaded spool valve in the center of the camshaft position actuator oil control valve. The camshaft position actuator oil control valve is incorporated into the fastener that bolts the camshaft position actuator to the camshaft. Alignment between the camshaft position actuator magnet and the camshaft position actuator oil control valve is crucial. An air gap must be maintained between both components.

Oil under pressure is supplied to the front camshaft bearing cap and flows through passages into the camshaft front journal. The camshaft front journal passages supply oil to the camshaft position actuator oil control valve. The camshaft position actuator oil control valve supplies oil to the camshaft position actuator. The camshaft position actuator oil control valve incorporates a return spring in order to return the internal spool valve to the home position.

The camshaft position actuator contains an inner rotor with vanes bolted to the camshaft and an outer housing incorporating the timing drive chain sprocket and camshaft position sensor trigger wheel. Internally the camshaft position actuator contains a spring loaded locking pin that prevents movement between the inner rotor and outer housing and keeps the camshaft position actuator in the home position. The locking pin releases when proper oil pressure reaches the camshaft position actuator. The exhaust camshaft position actuators also incorporates return springs in order to return the exhaust camshaft position actuators to the home position when the engine is turned off. Due to rotation direction of the intake camshaft position actuators return springs are not necessary.

Oil directed by the camshaft position actuator oil control valve's position is used to vary the advance or return of the camshaft position actuator's vanes from the home position.

Cylinder Heads
The cylinder heads are semi permanent mold cast aluminum with powdered metal valve seat inserts and valve guides. Two 36.2 mm (1.425 in) intake valves and two 29 mm (1.142 in) exhaust valves are actuated by roller finger followers pivoting on a stationary hydraulic lash adjuster (SHLA). Separate intake and exhaust camshafts are supported by five bearings machined into the cylinder head with camshaft thrust taken by the first bearing. The combustion chamber is roughly in the shape of a clover leaf with a nominal volume of 48.6 cc (2.965 cubic inch) and a centrally located spark plug.

Engine Cooling System
The coolant pump assembly is located on the engine front cover. The water outlet housing distributes coolant to the cylinder block and collects it from the cylinder head for delivery to the radiator.

Induction System
The induction manifold is a plastic, lost core casting with a removable plastic sight shield cover.

Right and Left Bank Designation
Right hand (RH) and Left hand (LH) designations through the engine mechanical On-Vehicle Service section are viewed from the rear of the engine.

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AJxtcman
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Report this Post02-16-2007 07:21 PM Click Here to See the Profile for AJxtcmanSend a Private Message to AJxtcmanDirect Link to This Post

AJxtcman

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Member since Nov 2006
New Product Information
The purpose of New Product Information is to highlight or indicate important product changes from the previous model year.

The Northstar V8 4.6 Liter VIN Code A (RPO LH2) is new for 2004.

A Component Comparison from the Previous Year
The thread pitch on the M11 cylinder head bolts and the engine block cylinder head bolt holes has been revised for MY2004. Determine the pitch of the threads by using a thread pitch gage or measure the length of the threads of the cylinder head bolt.

*Some early MY2004 cylinder head bolts have a pitch of 1.5 mm and the length of the threads are about 48 mm (1.890 in) long.

*For most MY2004 the cylinder head bolts have a pitch of 2.0 mm and the length of the threads are about 67 mm (2.638 in) long.
There are component changes for 2006.

• The PCV hose now incorporates EVAP style connectors.

• The ignition coils are revised.

• The increase in engine flywheel bolt diameter affects the following components:

- Engine flywheel bolts

- Engine flywheel

- Crankshaft

[This message has been edited by AJxtcman (edited 02-16-2007).]

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ray b
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Report this Post02-16-2007 10:25 PM Click Here to See the Profile for ray bSend a Private Message to ray bDirect Link to This Post
 
quote
Originally posted by AJxtcman:

New
• The increase in engine flywheel bolt diameter affects the following components:

- Engine flywheel bolts

- Engine flywheel

- Crankshaft



this is a stick flywheel????
can it be used with a older N* crank?????

------------------
Question wonder and be wierd
are you kind?

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AJxtcman
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Report this Post02-17-2007 08:07 AM Click Here to See the Profile for AJxtcmanSend a Private Message to AJxtcmanDirect Link to This Post
No this is an auto. The info is list directly from GM they are calling the flex plate the flywheel. They do not interchange.
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AJxtcman
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Report this Post02-17-2007 08:29 AM Click Here to See the Profile for AJxtcmanSend a Private Message to AJxtcmanDirect Link to This Post

AJxtcman

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Member since Nov 2006
XLR drivetrain

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AJxtcman
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Report this Post02-17-2007 08:45 AM Click Here to See the Profile for AJxtcmanSend a Private Message to AJxtcmanDirect Link to This Post

AJxtcman

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