The V6 Thread.

vg30 , de or e , 89 and up trans is a beast.... can be boosted to ridiculous levels and in a kit car you could use ALL of the z31 or z32 running gear.... awesome brakes,diff,and susp settup...

A 478. Why? 440 ft lb at 1400 RPM, that's why.

http://www.6066gmcguy.org/478v6.htm

Whoa! I forgot about those beasts.

SyntheticBlinkerFluid wrote: The criteria is: Needs to be out of a production vehicle, i.e. no one offs. Needs to be a reliable engine (Don't want one that likes to snap timing belts) Naturally aspirated, but is able to be boosted as an option down the road. Can be modded easily whether there is an aftermarket or simple things that involve a Dremel tool.

Easy-peasy. Chevy 3400.

It's very compact, fairly lightweight, very low center of gravity, can be found very inexpensively, makes close to 200hp in stock form, will run basically forever, cast-off stock LS1 valvesprings will allow a 7000rpm redline, camshafts are available, headers for RWD applications are available.

There's two ways to go about this. Complete 3400 engine, with its cross-bolted main caps, mated to a 2.2 S10 transmission, or 3400 top end on a 3.4l F-body bottom end mated to a 2.8-3.4 RWD transmission. Nomenclature is important - the 3400 is the 3rd generation of that V6, the 3.4 is 2nd generation. The 3.4 does not have crossbolted mains, but the bottom end isn't really a problem so this means the block is lighter. Stick 3400 heads on a stock 3.4 block and you get something like 13.5:1 compression, but this means you can reshape the bowls how you see fit and still keep good compression figures. All 3.4 engines are flat-tappet, all 3400 are roller, but IIRC you need to go to flat-tappet if you want a big cam, anyway. The cam is mounted very high up in the block and there's no room for high lift and roller lifters.

You CAN get 300hp from a 3400-headed engine if stock power isn't enough.

My vote is just throwing in a stock FWD 3400. $300-400 at a boneyard, plus $150 intake gasket set for peace of mind. When that gets boring, hang a T25 off of each side (use a pair of "right" side manifolds with the crossover dongle amputated) and replace as necessary until you get the tune correct. GM flooded the market with these things.

I would say Nissan VQ line but they are too expensive to purchase or repair. (My $120 thermostat taught me that one.)

I like the Duratec idea as well but I think the after market is small. Correct me on this if I am wrong.

The GM 3400 line is a serious thought, not to mention you could go 3800 line with a blower fairly cheap too. A big plus is Brunton has done most the work for you already with the Stalker.

So just to be a real different I am going Toyota V6, good enough for lotus and they seem to handle boost well.

PRV V6.

Lightweight. DOHC heads available. Later versions have cross-bolted mains. Single turbo 12V builds can put out a healthy 500+HP.

Wally wrote:

Exactly like this but I want carbs floating out in the breeze too and the exhaust to curve away from the engine. Something like this:

but with cylinders and carbs and exhaust and E36 M3 just poking out of the bodywork everywhere.

In reply to Wally:

There's a lot of cool engineering there. Wide-five hubs set up for motorcycle duty! Adapting the Type 1 engine for MC duty with who knows what going on with the transmission.

Then I saw it. CAR TIRES

Barf.

Those look like VW wheels, not Wide-5.

In reply to Knurled:

Is there some other nickname enthusiasts give the VW five-bolt wheels with widely spaced lugs?

Aircooled people call them wide fives just like old Ford guys do with Ford wide fives.

Edit: also, I don't think those are stock VW wide fives because of the slots.

I also vote Nissan VQ. It's what I'll be building soon...

The VQ seems like a great modern engine for a swap. They are plentiful, reasonably priced and there is a nice shifting manual trans that bolts right up.

I'm looking forward to the V6s from the Mustang and Camaro to start showing up used and well priced with a manual trans. That should make an interesting swap to other chassis where you don't need a v8

I also like the V6 out of the Hunduh Accords but getting it to play nice in a front engine RWD setup may be a pita. Unless you just swap the whole assembly to the rear.

Jeep/AMC Inline 6.

In reply to RossD:

As much as I would choose and Inline 6 over a V6, I did say V6.

Flight Service wrote: I like the Duratec idea as well but I think the after market is small. Correct me on this if I am wrong.

There is plenty of performance stuff out there, most of what it needs is already available in other vehicles ford built.

CSVT heads, cams, catless, and a tune should net you around 250whp n/a and weigh next to nothing.....

I was going to say a yamaha v6 sho engine, but you'd probably need a degree in rocket science to fathom a timing belt and timing chain at the same time...

Ford Taurus SHO. I had a SHO and always wanted to put the engine in a light rear wheel drive car. The engine pulls hard, sounds great and looks great.

Alfa V6 for me cause they sound better then any of the other engines mentioned so far.

11110000 wrote: PRV V6. Lightweight. DOHC heads available. Later versions have cross-bolted mains. Single turbo 12V builds can put out a healthy 500+HP.

Thanks, now I'm looking for a V6 240.

First gen Taurus SHO engine. According to people who were there, they really did rev and make power to 10000+rpm as delivered by Yamaha. The problem was nothing in the Ford front accessory drive catalog would take the kind of speed. On a race car, an alternator that spin fast enough to charge at idle wouldn't be an issue.

In reply to Kenny_McCormic:

I like these motors but they weigh a ton. They are well into v8 territory. I have one I have been trying to put into something but I can't ever justify the weight penalty in a front engine car. Midengine however...

Kenny_McCormic wrote: First gen Taurus SHO engine. According to people who were there, they really did rev and make power to 10000+rpm as delivered by Yamaha. The problem was nothing in the Ford front accessory drive catalog would take the kind of speed. On a race car, an alternator that spin fast enough to charge at idle wouldn't be an issue.

you'd need shonut +40's or a different intake to make power up there......

realistic figure with ported intake would be 9k. They're reliable as long as you keep up on maintence. Not as cost effective or as light as a duratec though

singleslammer wrote: In reply to Kenny_McCormic: I like these motors but they weigh a ton. They are well into v8 territory. I have one I have been trying to put into something but I can't ever justify the weight penalty in a front engine car. Midengine however...

Bah, just give it to me........I seem to collect these things.

http://en.wikipedia.org/wiki/Gm_high_feature_engine#LLT

300 hp in stock trim, GM/Camaro level of aftermarket support, same engine architecture came in turbocharged form from the factory, very popular engine, relatively lightweight, GM sells it with a 100k mile warranty and has extremely little maintenance to worry about.

They're not really very cheap just yet and the direct injection does limit your growth potential without some changes based on what's currently out there.

Bryce

fasted58 wrote: GM 3.8

This.

/thread