Guest jwelch Posted January 7, 2003 Share Posted January 7, 2003 I've been doing some research on the new GMC inline 6. Looks interesting. Has anyone considered this swap yet? I'm trying to get measurements on the engine. Rated at 270HP@6000RPM and 275Ft/lb@3600 I believe. It would probably be expensive but the power to weight ration must be nice. Any thoughts? Regards, Quote Link to comment Share on other sites More sharing options...
Guest jwelch Posted January 7, 2003 Share Posted January 7, 2003 Sorry about the 6 Cyl post I moved it to the 6cyl forum. Regards, Quote Link to comment Share on other sites More sharing options...
Guest MegaShaft_2000 Posted January 7, 2003 Share Posted January 7, 2003 Don't forget that the weight of the engine is only a small percentage of the overall car's weight. If you had an engine that weighed 300 lbs and made 250 hp, and an engine that weighed 600 lbs and made 500 hp, the bigger engine would still be the best bet. Let's say the chassis weighs 2000 lbs, you can either have a car that weighs 2300 lbs and has 250 hp, or a 2600 lb car that has 500 hp. I'm sure you know which one will be faster. Besides, inline 6's are usually heavy compared to V6's. Quote Link to comment Share on other sites More sharing options...
Mudge Posted January 7, 2003 Share Posted January 7, 2003 I'd rather have a somewhat light engine up front though, if you drag race though you have more flexibility. Quote Link to comment Share on other sites More sharing options...
Guest VETTETEK Posted January 7, 2003 Share Posted January 7, 2003 The 4.2 GM engine is a HEAVY SOB though! I just had to rebuild one with 26000 miles on it due to the pistons making noise (excessive carbon buildup causing premature skirt wear). GM is having this problem with ls1s too. The problem with this engine is that its very tall too and might not fit in the datsun without a BIG scoop... Jeff Quote Link to comment Share on other sites More sharing options...
Pop N Wood Posted January 7, 2003 Share Posted January 7, 2003 Someone also posted that this engine uses variable valve timing which can be a PITA. Something about the engine computer... Quote Link to comment Share on other sites More sharing options...
Mike C Posted January 7, 2003 Share Posted January 7, 2003 Are the 4.2 drilled for a pilot bearing and what bellhousing pattern do they use? I was figuring same as the 2.8L 60 degree motors, but that's a guess. Quote Link to comment Share on other sites More sharing options...
Mudge Posted January 7, 2003 Share Posted January 7, 2003 VVT on a GM engine? Are you serious? Quote Link to comment Share on other sites More sharing options...
Pop N Wood Posted January 7, 2003 Share Posted January 7, 2003 Yes, someone mentioned the variable valve timing on this site but I can't find the thread. Here is one from Chevy directly (for the trailblazer engine) http://www.chevrolet.com/trailblazer/popup/engine/valve_timing.htm Also found this thread: http://www.hybridz.org/ubb/ultimatebb.php?ubb=get_topic;f=15;t=000236#000001 so sounds like automatic only. Quote Link to comment Share on other sites More sharing options...
Mudge Posted January 7, 2003 Share Posted January 7, 2003 VVT on the exaust, I wonder how they are doing it, interesting. At minimum it would reduce overlap on the low end, which would help emissions, but VVT on both intake/exaust would be awesome (in theory), although PITA, sure you betcha. Quote Link to comment Share on other sites More sharing options...
Guest VETTETEK Posted January 8, 2003 Share Posted January 8, 2003 The VVT on the 4.2 is a real simple concept. It utilizes oil pressure controlled by a solinoid via the PCM to move a spool valve in or out...the inside of the spool valve has a "spiral cut" inside of it that "twists" the cam to give the VVT. I hope that explains it enough...im not to good translating GMs technical terms. I just had one of these engines down to the block recently. Its a pretty good design, just bulky. Plus the front differential is integral with the oil pan (4wd models). It uses alot of the same technology as the LS1/Ls6 family of engines....1 coil per cylinder, crank driven oil punp, composite intake, aluminum block and heads. They had problems with the first production run of the engines .....the cast sleeves would litterally "fall out" about a 1/2 inch down, causing the rings to expand over it, and ripping the tops of the pistons off!!!....Quite cool! Jeff Quote Link to comment Share on other sites More sharing options...
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