Kinked_Chrome Posted February 11, 2006 Share Posted February 11, 2006 Sorry if this is a repost, but i couldn't find anything about in the search. I was having a discussion today with one of my buddies about which engine configuration would make more torque, all things equal, and only considering the configuration. My arguement was that the inline would. Based on that they can have a longer stroke, because they are not restricted by having an opposite side. He tried to tell me that the angle of the pistons in relation to each had more to do with it. What do you guys think? Quote Link to comment Share on other sites More sharing options...
olie05 Posted February 11, 2006 Share Posted February 11, 2006 i think the v has potential for more power, given a simpler design. For example, the crankshaft on a v6 will be much shorter than one on an I6. Also, since rods can share crank journals, then there are less metal parts to cast into the cam (or cut or forge) and you get a lighter crank... of course you run into the problem of having to run two cams just to get single ohc. The V configuration of the block helps to strengthen the whole thing. Quote Link to comment Share on other sites More sharing options...
savageskaterkid Posted February 11, 2006 Share Posted February 11, 2006 Inline motors will make more torque if everything was the same. In a V motor the force of the combustion forces the torque to be put out kind of sideways. But in an inline setup its all concentrated on going up and down, not up and down, and side to side. Less torque is used to turn the assembly, so more torque is sent out to the wheels. Quote Link to comment Share on other sites More sharing options...
80LS1T Posted February 11, 2006 Share Posted February 11, 2006 I dont know the whole theory behind about why an inline produces more TQ but it does. Case in point, Jeep 4.0L is "legandary" for its TQ. Maybe Grumpyvette will chime in, Im sure he knows! Guy Quote Link to comment Share on other sites More sharing options...
Pop N Wood Posted February 11, 2006 Share Posted February 11, 2006 I think it has more to do with the application then anything to do with physics. If you are building a tow vehicle, you want low end torque. That means long intake runners, no overlap cams, long stroke, etc. And often times those type of cars, which aren't worried about engine height and length, get an inline 6. If you build a performance car, you want more cylinders lower to the ground and more high end HP. Quote Link to comment Share on other sites More sharing options...
Sam280Z Posted February 11, 2006 Share Posted February 11, 2006 I hesitate to reply to this thread because it is all speculation. But I imagine that if *ALL* things are held equal, there would be little to no influence from the configuration. I imagine that the concepts that certain configurations are more tourqey, make more HP, etc. come form the fact that certain engine configurations lend themselves to having different manifold / bore/stroke ratios, etc. (The real drivers of engine output) For example; it is hard to put real long and straight intake runners on V engine. These are easy to do on a straight six. They also help make low end torque. If I want a low end torque application, I might tend to choose a straight six - easier to accomplish than with a V. Is it the straight six configuration that makes the low end torque? Again, *ALL* things being equal and changing just the piston locations should have negligible effect on the engines output. Quote Link to comment Share on other sites More sharing options...
Mike C Posted February 11, 2006 Share Posted February 11, 2006 This is areally complicated subject, but my nuthsell understanding is this: I6 is a naturally balanced intuitive design. V6 is not. Remeber the old odd-fire Buick V6? When they switched to even fire they had to offset grind some of the journals. The rods don't share a common crank pin! The really fast Buicks have to switch back to odd fire for crank durability. Some V6's run balance shafts in order to smooth things out. This adds a lot of complication, not simplifies. Packaging is probably the primary reason for switch to V6, especially the narrow crank angles (60 degree vs. 90). But torque output is a function of design and application. Using the jeep as an example, it is a large displacement long stroke motor designed for torque with small ports and an RPM range to match. A 3.5 liter BMW six is not, and the power curve shows it. Quote Link to comment Share on other sites More sharing options...
cyrus Posted February 11, 2006 Share Posted February 11, 2006 I think you are missing the point. Configuration make no difference for power. but V pros packaging lower wieght Inline pros Simpler to turbo and build 1 head 1intake 1exhaust etc.. Quote Link to comment Share on other sites More sharing options...
Dave88SS Posted February 12, 2006 Share Posted February 12, 2006 Inline prosSimpler to turbo and build 1 head 1 intake 1exhaust VWs VR6 has one head Quote Link to comment Share on other sites More sharing options...
JMortensen Posted February 12, 2006 Share Posted February 12, 2006 I6 = 6 cylinders and 7 main bearings V6 = 6 cylinders and 4 main bearings Of course the I6 has the longer heavier crank too, but I've always been told the block and it's much better suport of the crank is the main difference strengthwise. Quote Link to comment Share on other sites More sharing options...
TheNeedForZ Posted February 12, 2006 Share Posted February 12, 2006 I thought V-engines need to balance WITH bobweights so the total rotating inertia increases? AFAIK, crankshaft in an inline engine are balanced without adding bobweight. Quote Link to comment Share on other sites More sharing options...
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