RebekahsZ Posted February 19, 2013 Share Posted February 19, 2013 What style of racing are you building for? Quote Link to comment Share on other sites More sharing options...
We Bad Posted February 19, 2013 Share Posted February 19, 2013 Autocross E/Mod Quote Link to comment Share on other sites More sharing options...
We Bad Posted February 21, 2013 Share Posted February 21, 2013 The 4.3 L Chevy V6 shares many features of the Gen I small block V8. The oil filter mounting pad is on the left side and the starter is on the right side of the block. The dry sump oil pan I'm using has a full length kick-out on the right side. That is, the right side of the pan is extended 2" outboard of the pan rail mounting holes in the block. This, combined with the scavenge oil line fittings being on the right side, prohibits the usual right hand side mounting of the starter. Since my external oil pump allows me to relocate the oil filter, I fabricated an adapter to mount the starter on the left side of the block. Being only six cylinders, and not high compression ( 10:1 CR, supercharged), I can get away with the lightest starter Tilton makes. Quote Link to comment Share on other sites More sharing options...
We Bad Posted March 12, 2013 Share Posted March 12, 2013 Motor mounts: The V6 block shares the same three-bolt mounting pad design as the 1st generation SBC V8, but the mounting pads are 4.4" closer to the rear of the motor. With the engine in the setback position (as close to the firewall as practical) the stock crossmember engine mount towers are too far forward to be used. Hence, they were removed. In my case it was a moot point: the towers interfered with the belt drive for the oil pump. Motor mounts were made from 1/4" thick plate, 2" square tubing (1/8" wall) and 2 1/2" X 2 1/2" angle (1/4" wall), TIG welded together. They fit between the engine and the top of a polyurethane vibration damper which bolts to the top of the Datsun frame rail. The polyurethane damper, one per side, is an Energy Suspension Transmission Mount, part #3-1108. It features an interlocking design that prevents the mount from separating even if the polyurethane fails. The right side mount is offset to the rear to clear the oil pump. Quote Link to comment Share on other sites More sharing options...
_X_ Posted March 12, 2013 Share Posted March 12, 2013 (edited) Those headers posted on the previous page look really cool going through the fenders like that!!! Was there any issue with the exhaust being too close to the tires ?? Edited March 12, 2013 by _X_ Quote Link to comment Share on other sites More sharing options...
We Bad Posted March 12, 2013 Share Posted March 12, 2013 No, but heat soak may be a concern on a street car. I'll post some photos related to this as soon as I can find them. Quote Link to comment Share on other sites More sharing options...
We Bad Posted March 16, 2013 Share Posted March 16, 2013 This is not really six cylinder tech, but it relates to possible heat issues with fenderwell headers. I saw this car at a local car show several years ago. I was quite impressed and told the owner so. Unfortunately I didn't retain his name so I can't give credit where credit is due. I think this is very tastefully done, kind of like the 1963 Corvette. Quote Link to comment Share on other sites More sharing options...
RebekahsZ Posted March 17, 2013 Share Posted March 17, 2013 Nicest fender vents I have ever seen. If heat soak was a problem, vent the hood and let it out? I had heat soak trouble at the strip with just an L6 with pacesetter headers-that's how I justified my cowl induction hood! Better yet, your car is so cool, you should just run a hood delete-we all want to see that motor anyway. Quote Link to comment Share on other sites More sharing options...
We Bad Posted May 1, 2013 Share Posted May 1, 2013 As Luigi mentioned in post #6 of this thread, most high RPM/high horsepower V6's run a common pin, odd-fire crankshaft. Such a crankshaft is shown below. The three crank throws are spaced 120 degrees apart. But since the cylinder banks are oriented 90 degrees to each other (like a V8) the cylinder firings alternate between 90 and 150 degree intervals. Hence the "odd-fire" designation. Jaguar used a 90 degree V6 with a common pin crankshaft in the XJ220. The 3.5L twin turbo produced 542bhp and made the XJ220 the fastest production car in the world in 1992. The production Chevy 4.3L crankshaft is shown below. The rod journals are offset 30 degrees to each other to give an even 120 degree interval between firings. Quote Link to comment Share on other sites More sharing options...
We Bad Posted July 8, 2013 Share Posted July 8, 2013 While getting the engine ready for the Dyno I weighed it. The scale was zero'ed with the wood in place. The engine stand shown is included in the total. Quote Link to comment Share on other sites More sharing options...
We Bad Posted May 10, 2018 Share Posted May 10, 2018 Quote Link to comment Share on other sites More sharing options...
Neverdone Posted May 10, 2018 Share Posted May 10, 2018 where are you going to mount the brake booster and clutch master cylinder? Quote Link to comment Share on other sites More sharing options...
We Bad Posted May 11, 2018 Share Posted May 11, 2018 These headers require that the brake master cylinders be moved to the driver's side of the firewall. Commercially available examples of this can be seen at: http://tiltonracing.com/product-category/brake/pedals/. Quote Link to comment Share on other sites More sharing options...
We Bad Posted June 20, 2018 Share Posted June 20, 2018 I put a 383 cu in SBC into my Z car in 1995. It soon became apparent to me that the car needed less weight more than it needed more horsepower. I was aware of the Chevy 4.3L V6 since the debut of the GMC Syclones and Typhoons. https://www.caranddriver.com/archives/gmc-syclone-vs-ferrari-348ts-archived-comparison-test The NASCAR Truck Series was also using V6's at the time. Factory involvement means factory subsidized research and development and high tech exotica as close as your dealer's parts counter, such as this 74 lbs engine block with massive 4-bolt main caps and the capacity to go as large as 320 cu. in. Quote Link to comment Share on other sites More sharing options...
We Bad Posted June 23, 2018 Share Posted June 23, 2018 Those interested in how a "much-closer-to-stock" 4.3L V6 performs might be interested in this article from September 2017. https://www.powerperformancenews.com/tech/4-3l-storm-warning-v8-power-from-your-v6/ Quote Link to comment Share on other sites More sharing options...
We Bad Posted July 9, 2018 Share Posted July 9, 2018 The link in the previous post is really part 2 of a two part article. The 1st part can be found here: https://www.powerperformancenews.com/tech/the-missing-link-v6-cam-test/ The race parts from GM were for 4.3's without the balance shaft. None of my engines have the balance shaft. This link sheds some light on the balance shaft that GM incorporated to smooth the inherent unbalance of V6's. Quote Link to comment Share on other sites More sharing options...
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