paanta wrote:
Tommy Suddard wrote:
M30
/thread
This.
225K on my current one. 225K on my last one when I sold it. 265K on my dad's. Plenty with way over 300K and quite a few up to 400K. Incredibly robust if you didn't overheat them, and were used for longer than any other BMW engine. Powered everything big and BMW from 1968 E9's up to the E34 535i and E32 735i. Served as the basis for the M88/S38 as well. Good stuff.
Not the best strictly performance I6, but almost certainly the best all-rounder.
Werd.... 265k on my E28 535is. I finally got to install the junkyard driveshaft and halfshaft and i get to drive it again!
I only have direct experience with the 6 in the 280Z
the 6 in a full-sized Ford pickup,
the flathead 6 in a series of Chrysler products,
the slant 6 in a few Chrysler products,
and the 6 in a Chevy Nova.
ALL were very sturdy engines, with the Datsun/Nissan being the most refined of these....but also a bit of a gas drinker. EITHER Chrysler engine is nearly indestructible. And I suspect GOD has a old Plymouth Valiant with the slant 6 and auto combo....'cuz they late FOREVER.
I don't think there is a bad in line six.
Toyman01 wrote:
How about this:
win, except lack of a rear sump pan makes me sad.
or the chevy 292.
i also agree with the no bad inline 6 statement, theyre all cool. i crave RB26DETT and one day, when r32 gtr's are 25 years old and legal to import, i will own one.
How 'bout a Roush built, supercharged Ford 300?
patgizz wrote:
Toyman01 wrote:
How about this:
win, except lack of a rear sump pan makes me sad.
Read this thread from Inliners.com
4200 Rear Sum Pan
Preliminarily castings done. No idea of the price, but I'm keeping an eye on it. I have a 70 Chevelle I would love to put a 4200 in.
Gray Baskerville told me about one of his buddies that cut apart two cleavland heads and welded them together on top of a ford 250 I-6. It was in a 60's something mustang that his buddy was driving around in the late 60's or early 70's he couldn't remember.
driver109x wrote:
paanta wrote:
Tommy Suddard wrote:
M30
/thread
This.
225K on my current one. 225K on my last one when I sold it. 265K on my dad's. Plenty with way over 300K and quite a few up to 400K. Incredibly robust if you didn't overheat them, and were used for longer than any other BMW engine. Powered everything big and BMW from 1968 E9's up to the E34 535i and E32 735i. Served as the basis for the M88/S38 as well. Good stuff.
Not the best strictly performance I6, but almost certainly the best all-rounder.
Werd.... 265k on my E28 535is. I finally got to install the junkyard driveshaft and halfshaft and i get to drive it again!
I only have 195k on my M535i, but I have it in the shop right now getting a new paint job so it should be good for another 20 years. 
I haven't heard great things about the Rolls straight six from the Vanden Plas Princess 4-litre R
AMC 232/258/4.0
/thread
Actually, all I-6's are awesome. Datsun/Nissan motors, the Slant/6, the BMW's. Love em all!
666csi
New Reader
8/25/10 10:51 p.m.
irish44j, is that a GT6 engine bay?
My very first car was a '72 GT6.
psychic_mechanic wrote:
Gray Baskerville told me about one of his buddies....
Please elaborate on this.
666csi wrote:
irish44j, is that a GT6 engine bay?
My very first car was a '72 GT6.
Weird. My first car was a '72 GT6. You're not from the L.A. area, are you?
jeep 4.0 all the way, there's a bunch on them still driving around and are pretty much bullet proof. its one engine I'd love to see with a small turbo on it.
Aren't we forgetting this one:
chaparral wrote:
Chrysler Flathead Six. An engine to launch a company and a reputation. Foley Engines still sells them as industrial units.
Threadjack: I worked at Foley, worst boss ever, lol
When I tore down my 240Z engine, it looked brand new with 40 years and ~150k on it. After it was apart I asked myself why the hell I did I just do that? I could have got away with just a good decarboning of the head and a head gasket.
Bababooey wrote:
After it was apart I asked myself why the hell I did I just do that? I could have got away with just a good decarboning of the head and a head gasket.
decay....
after 40 years gaskets and seals are touchy @ best. A quality CAREFUL rebuild using premium parts will give you another 40 years and 150k miles
only inline six that is kinda m3h..
http://en.wikipedia.org/wiki/Jeep_Tornado_engine
A design too far ahead of its time. biggest problem, oil leaks from the cam shaft seal and horrible head gaskets.
http://www.oramagazine.com/pastIssues/0806-issue/index.asp?article=oldiron
Woody wrote:
psychic_mechanic wrote:
Gray Baskerville told me about one of his buddies....
Please elaborate on this.
It was on one of the "big car magazine's" tour about 10 years ago. We were talking about Mustangs since I was driving a 1970 Mustang. (I did at one time have a pretty bad '69 / '70 Mustang habit, but I've been clean for years now) My first one had a 250 I-6 which made a decent amount of torque at lower RPM's, but the cast in 1 bbl intake really limited flow for serious horsepower. My solution to this was to mill the intake off to fit 3 strombergs off of a volvo something or other on it. I never finished this project, I gathered parts and milled the intake off of the head, but üpgraded to a junkyard 302 before putting it all together.
Anyway that's when Gray told me that one of his buddies years ago had noticed that the bore spacing and bore for the windsor and cleavland engines matched up to the 250 I-6. He cut up to of the 2V 351C torqued them to the block and welded them together. He did go around after that racing and beating a lot of V8 cars, because nobody really bothered to look at the engine once they saw it was a 6 cylinder. I would imagine a large stock looking air cleaner and greasy ford blue valve cover would help complete the sleeper look.
I've always liked this story for when people talk about "aftermarket support" for in their world all your needs must be ordered out of a catalog.
