Idle thoughts: Vortec 4200 vs LS swap

I’m pretty much convinced to swap an LS-type motor (most likely an LQ4) into my S10, or just sell it and buy something that is ridiculously fast instead.  But, between wheels777 and his family’s experience with the 4200, and the fact the Trailblazers with blown transmissions seem to grow on trees, I’m wondering about the inline 6.   

My plans eventually involve a single turbo, and as much boost pressure as I can safely run.  Looks like the 4200 would need a bell housing adapter in most cases, but plumbing for the turbo would be easier.  It looks like the swap has been done before, and it will fit without hacking up the firewall.  

Anyone messed with these engines, and have an opinion.  On the plus side, it seems like it’d be cheaper and lighter than an LS, but on the negative, I’d have to do more custom work, and might run into more roadblocks than I would otherwise.

I think if you are more worried about driving and enjoying the truck than trying to be "different", LS swap is the easy answer.

Patientzero said:

I think if you are more worried about driving and enjoying the truck than trying to be "different", LS swap is the easy answer.

Yup.

I go with Ford I6s because I love em and I love the challenge of them.  If you want to do that with this one, go for it.  If you want to just get the truck on the road, LS swap.

I've wondered the same and thought about the smaller 4 cylinder version of the Atlas motors however I always go back to LS because there's a lot more documentation and I'm not that clever at making things like this work.

If you want a 4.2 swapped S10, don't you basically just want a Colorado? Is there significant benefit to having the 4200 in an S10 chassis vs just buying the Colorado off the shelf?

In reply to STM317 :

The Colorado was only available with the 4 or 5 cylinder atlas motor. The 4200 was only available in the Traiblazer/Envoy or their numerous clones. It might be easier to install in the Colorado, but it is an engine swap. However, you could get a ls from the factory in the later model years of the Colorado.

How about hanging a turbo off a 4.3?  GM did it in the Syclone and Typhoon.  Bolt in, other than some plumbing.

In reply to Chesterfield :

Ahh. I thought the 4200 was the 5 cylinder. Nevermind!

In reply to STM317 :

that was the 3500/3700

EastsideTim, are you trying to keep your s10 under challenge budget?

I did a bunch of research on the 4200 several years ago. Even went so far as to purchase a flywheel from a guy who made small run batches since GM never offered a manual behind the 4200 here.

It really comes down to your goals. The 4200 is a path less trod and you will have something much more unique at the end. If that is the target, then the figuring things out may be worth it.

Chesterfield said:

EastsideTim, are you trying to keep your s10 under challenge budget?

Nope, that ship has pretty much sailed.  It’s got a 305 in it right now, and is riding up against the challenge limit.

Sounds like I should continue planning for an LS, unless I want to make things more complicated for myself.  Piping for the turbo will be more work, but just getting it together and running beforehand  should be easier.  Unless someone has a compelling argument for the 4200 ( or a different swap, but no 1UZ, I’ve already measured that and it would require mucking with the front suspension).

I wouldn't just because oil pan work needed.  I've gone as far as having a 4200 on the stand and just couldn't see any benefit besides being different, but i've been doing LS swaps since they were the new novel thing.  

Mr_Asa said:

Patientzero said:

I think if you are more worried about driving and enjoying the truck than trying to be "different", LS swap is the easy answer.

Yup.

I go with Ford I6s because I love em and I love the challenge of them.  If you want to do that with this one, go for it.  If you want to just get the truck on the road, LS swap.

The Ford 300 cu in 6  is flawed in several ways. It's a heavy obsolete engine  best used in stationary applications where efficiency isn't required.  
The head suffers from the intake on the same side as the exhaust thus unnecessarily heating up the intake charge. 
 

On the other hand GM's Atlas engine offers 4 valves per cylinder thus ensuring the heat of exhaust is kept away from the intake.  Further the 4 valve arrangement allows far greater airflow while using smaller lighter valves. Thus not as much power is lost  compressing the far stiffer springs required to deal with the mass of pushrod, rocker arm and  a large heavy valve.  
  The result is far greater net horsepower output 270 net horsepower. ( about 375 gross ) and later 290 net horsepower  ( about 410 gross )  when you add the gain of a turbo charger  you are at 400 net horsepower or approaching 600 gross with no further modifications. 
  One further consideration.  The Atlas engine is all aluminum while the Ford is pure cast Iron. 
 

Seeing that you have already done the easiest swap to a v8 with a sbc, I agree that best option for more power would be an ls swap. It has been pretty well documented and there are kits available to make it easier, if you are so inclined.

In reply to frenchyd :

Great answer to a question nobody asked.

In reply to frenchyd :

Them's fighting words, sir.

While old flatheads and pushrods have a certain nostalgic flavor,  they are after all obsolete. ( Just as my beloved V12 is ).   
    
But newer really is better

Sort of up to you. LS engines are pretty hard to beat. If your goal is practicality and performance first, then LS is the way to go. 

For me, I wanted a turbo inline 6. I looked at quite a few options. Barra, RB series, Datsun L Series, Ford 240/300, Chevy 230/250, and of course 2JZ. What it came down to was cost. Nothing made sense to dump money into, except the 4200. It's challenging, but worth it in my opinion. You just can't beat the sound of a turbo inline 6. Well, turbo 4 rotor, or 10000+ rpm V10 maybe, but talk about a money pit.

In reply to TheV8Kid :

You missed the m104 its very 2jz'ish

Mr_Asa said:

In reply to frenchyd :

Them's fighting words, sir.

I think he “misunderstands” on purpose. You never advised using a 300, just used it as an example as to liking to be different. 

Accurate info, just not related in any way!

Since putting the 4200 in a Colorado involves moving the radiator, I assume putting it in an S10 would require moving the radiator.. to the bed!

Streetwiseguy said:

How about hanging a turbo off a 4.3?  GM did it in the Syclone and Typhoon.  Bolt in, other than some plumbing.

They didn't really "hang a turbo off the 4.3" so much as make a plumbing nightmare that would make a 3000GT VR4 owner wince.

The Atlas motors are very well built, and will make horsepower easily and reliably, but not inexpensively unless you just go the turbo route. There was a guy fairly local to me who drag raced them and had cams and cam cores but I can't remember his name.

If it were me I'd stick with what you have and build a different small block. 

What is funny is, if you research iATN about Atlas engines, it is endless nightmares of head bolts breaking in service... or head bolts breaking on removal... or head bolts breaking on installation.

I was trying to find info regarding the 60-2 trigger wheel (err, I mean "58X" wheel) and the 5 cylinder's orientation with respect to cylinder 1 TDC (want to run a GM computer on an Audi engine) and found that the 4200s had replaceable cylinder liners.  My first thought was, anything with a 4200 engine ever lasted long enough to need an engine rebuild?  But I guess GM was thinking long-term and wanted to put the Atlas in heavier duty trucks.