Engineers createdan elongated water pump manifold, which features a remote-mounted pump thatfeeds the stock Gen IV coolant passages via the unique manifold. The designallowed the drive system to be mounted closer to the engine block. Because ofthe 5300 V-8's relatively low inertia, which can be up to 50 percent less atthe crankshaft damper than a 6.0L V-8, a hydraulic belt tensioner was usedinstead of a conventional rotary tensioner.
Because of theGrand Prix GXP's performance attitude and the sideways position of the engine,Muscaro and his team went to great lengths to revise the V-8's lubricationset-up.
''We tested thesmall-block on racetracks, subjecting them to high-load turns that guided thedevelopment of special oil pan baffles that ensure lubrication during cornering,''Muscaro says.
And because theGXP will live in the real word, the oil filter was mounted on the oil panrather than the block to provide easier access. Not that you absolutely mustchange the filter or even the oil that often, since the GM Oil Life Systemoil-change indicator system is standard, and that can reduce the frequency ofoil changes during the engine's operating life.
Other featuresof the 5300 V-8 that Muscaro thinks techno-freaks might find interesting wouldinclude:
-lightweight,three-piece friction-welded composite intake manifold
-aluminumhigh-flow cylinder heads similar to 6.0L V-8 (LS2)
-aluminum engineblock with cross-bolted main bearing caps
-full-floatingpistons
-electronicthrottle control integrated with a new engine controller
-10.0:1compression ratio for fuel-efficient performance
-unique camshaftdesigned for DOD technology
Because of thefront-drive layout, the 5300 V-8's exhaust manifold routing includes twomanifolds joined by a single crossover pipe, which connect to a singleunderbody catalytic converter. The crossover pipe allows the use of a singleoxygen censor, unlike north/south V-8 applications that have two oxygensensors.
photo:General Motors
Because of theGrand Prix GXP's performance attitude and the sideways position of the engine,Muscaro and his team went to great lengths to revise the V-8's lubricationset-up.
''We tested thesmall-block on racetracks, subjecting them to high-load turns that guided thedevelopment of special oil pan baffles that ensure lubrication during cornering,''Muscaro says.
And because theGXP will live in the real word, the oil filter was mounted on the oil panrather than the block to provide easier access. Not that you absolutely mustchange the filter or even the oil that often, since the GM Oil Life Systemoil-change indicator system is standard, and that can reduce the frequency ofoil changes during the engine's operating life.
Other featuresof the 5300 V-8 that Muscaro thinks techno-freaks might find interesting wouldinclude:
-lightweight,three-piece friction-welded composite intake manifold
-aluminumhigh-flow cylinder heads similar to 6.0L V-8 (LS2)
-aluminum engineblock with cross-bolted main bearing caps
-full-floatingpistons
-electronicthrottle control integrated with a new engine controller
-10.0:1compression ratio for fuel-efficient performance
-unique camshaftdesigned for DOD technology
Because of thefront-drive layout, the 5300 V-8's exhaust manifold routing includes twomanifolds joined by a single crossover pipe, which connect to a singleunderbody catalytic converter. The crossover pipe allows the use of a singleoxygen censor, unlike north/south V-8 applications that have two oxygensensors.
photo:General Motors