All of these engines are valve cam-in-block or overhead valve enginesexcept for the LQ1 ; which uses 24 valves driven by dual overhead cams. These engines vary in displacement between 2. Production of these engines began in and ended in in the U.
This engine family was the basis for the GM High Value engine family. These engines have also been referred to as the X engines due to their first usage in the X-body cars. This engine is not related to the GMC V6 engine that was designed for commercial vehicle usage. This "clean sheet" design was introduced in and versions were produced through Two different blocks with minor differences were developed:. Like the rest of the Generation I engines, they were updated in with larger main journals for durability, along with multi-point fuel injection or E2SE carb and OBD I.
Production of the Generation I transverse engines ended in The 2. It was a transverse version produced from through for the A-body and X-body cars. The standard "X-code" engine for this line, it used a two-barrel carburetor. Introduced inthe 2. The L44 was produced from toreplacing the LH7. It was the first transverse 2.
The LB6 engine was introduced in to replace the original LE2. The LG6 "D-code" was produced from to in both transverse and longitudinal applications. It used throttle-body fuel injection and iron heads. The longitudinal versions had minor differences from the transverse engines on which they were based.
Like the rest of the family, larger journals appeared inalong with multiport fuel injection for the F-body LB8 version. TBI was added for the truck version in Production of the 2. GM's performance-parts division continued production of a related crate engine after The longitudinal LC1 was produced from to It was a 2-barrel High Output "1-code" version for the F-body cars. It was replaced by the LB8 for The longitudinal LR2 was a truck version "B-code" produced from to Some modern V6 engines are turned for high performance, particularly when compared to some older V6 engines.
In fact, some modern V6 engines are more powerful than V8 engines. One particular case is Ford's 4. This engine makes horsepower, which is lower than the amount produced by some of the high-performance V6 engines. Honda's 3. This engine is available in the Honda Accord with an upgrade package, as well as in the Honda Pilot and Ridgeline.
Acura is Honda's luxury brand. GM uses the 3. It produces between and horsepower, depending on which vehicle it comes in. It also produces between and foot-pounds of torque, depending on its application. Ford's 3.
Despite its high horsepower rating ofit's not found in the Ford Mustang. The Mustang receives the lower-power 4. The 3. Nissan uses the 3. The Nissan Z uses an enlarged version of the 3.5 Reasons You Shouldn't Buy A Turbocharged Car
Infiniti vehicles equipped with the engine include the M35 and the EX The engine produces between and horsepower, depending on its application. It also produces between and foot-pounds of torque. Mazda's 3. It also comes with the Mazda CX It produces horsepower and foot-pounds of torque. Toyota's 3. Toyota also uses the 3.Most versions feature continuously variable cam phasing on both intake and exhaust valves and electronic throttle control.
Other features include piston oil-jet capability, forged and fillet rolled crankshaftsinter forged connecting rodsa variable-length intake manifoldtwin knock control sensors and coil-on-plug ignition. Holden sells the HFV6 under the name Alloytec. The High Feature moniker on the Holden produced engine is reserved for the twin cam phasing high output version.
The block was designed to be expandable from 2. High Feature V6 engines were previously produced in Fishermans Bend, Port MelbourneAustralia and remain in production at the following four manufacturing locations: St. The assembly lines for the St. Catharines and Flint facilities were manufactured by Hirata Corporation at their powertrain facility in Kumamoto, Japan. Most of the designs of this motor happened in Flint. They were first produced for the Cadillac range.
A majority of designs into the new alloy construction, transmission pairing and first use in production were all undertaken in Detroit and manufactured in St.
Catharines, Ontario. Holden had the job of developing smaller engines Holden 3. It was also used on the Chinese CTS. The LP1 was built in St.
CHEVROLET Crate Engines
The LP9 is a 2. It has the same bore and stroke as the naturally aspirated LP1however the compression ratio is reduced to 9.
Global versions of this engine use the same horsepower rating for both metric and imperial markets — mechanical horsepower — while the Europe-only versions are rated in metric horsepower. The LF1 is a 3.
Output is identical to the LF1. Holden has built its own 3. Branded with the Alloytec name like the 3. It has a Holden also produced the 3. The 3.See all 21 photos. Not much other than looks, really. It also loses some headroom and cargo volume thanks to its raked rear window and swoopy roofline. The fastback, mid-size SUV seats five instead of seven, and it is nearly 3 inches shorter and about 2 inches lower than the Atlas. Which version is better for you? As usual, it depends on what you need.
Under the Atlas Cross Sport's hood you find a 3. The six is mated to an eight-speed Tiptronic automatic transmission with 4Motion all-wheel drive. The V-6 offers 41 extra horses over the 2. I averaged about 19 mpg combined around town, but if you are worried about gas prices spiking, the turbocharged 2. Worth it? Depends on if you like what you see, but if the monster-sized price tag scares you, a base Atlas Cross Sport with a 2.
It offers a relatively smooth ride while rolling on large inch wheels. The top trim also includes a trailer hitch with a 5,pound towing capacity to pull your dingy. By the way, the turbo-four can only pull 1 ton, or a late '70s VW Beetle. The VW Atlas Cross Sport V6 SEL R-Line is perfectly fine for long hauls and quick jaunts around town, but if you are looking for a sporty ride, you would be better off with sexier sibling offerings from Audi; test drive a Q5 and up. The Cross Sport's ride is pleasant enough but it is sporty in looks only, the handling is vague, and the steering column felt creaky on our tester on steep inclines.
There's also a huge panoramic sunroof with a power tilting and sliding front section, and with a fixed rear section. The deep center console offers plentiful storage and, more importantly, a USB port and a charging port. The stainless-steel pedal cluster looks "sporty," and the 8. The R-Line trim also adds a booming Fender sound system with a center speaker and a subwoofer for your jams.
Tech goodies include an overhead-view camera, Volkswagen Digital Cockpit not as impressive as Audi's versionpark assist, active blind-spot monitor, lane-keeping and traffic-jam assist, a handy wireless charger up front, and two more USB ports and a 12V plug. There's Due to shipper and supplier delays, your order may take longer to arrive. Display Options. Already know the part number you need? Click here to enter them directly into your cart. If you are an international customer who ships to a US address choose "United States delivery" and we will estimate your ship dates accordingly.
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Chevrolet Performance - Chevrolet Performance 4. Remanufactured Long Block Crate Engines.The V6 engine has been around for over years, but did not enter mass production until The inline 4-cylinder and V8 were more popular throughout the s and s, however, in the s, as cars became smaller, the V6 became more popular as a nice compromise between 4 and 8 cylinder engines. It has more power than a 4-cylinder, but is smaller and weighs less than a V8.
With the increases in engine technology, the V6 engines of today can have as much power as an older V8, with much better fuel mileage. Like most things, not all engines are created equal. There are some superb V6 engines that have become the mainstay of luxury brands, made even more powerful with forced air induction.
Other engines are known for their poor performance and unreliability due to bad designs, inferior material or production issues. The Alfa Romeo Busso V6 had an all-aluminum block, was extremely reliable and could handle lots of power. Depending on the particular model, the engine could produce up to horsepower and is one of the best sounding V6s ever. There were not a lot of performance options in the s with one exception.
The Buick 3. The Ford Ecoboost V6 is a turbocharged, aluminum block engine. In production sinceit has proven a remarkably reliable and efficient engine used in a number of models from the Lincoln MKZ to the Ford F It provides similar power to a V8, but is smaller, lighter and gets much better mileage.
The GM 3. It does this with a cylinder deactivation program that is both reliable and effective. Although slightly heavier than other V6 engines, the technological advances provide horsepower and a great sound that is hard to distinguish from a V8. The Honda 3. That was advanced for the time, and still cutting edge today.
The engine produced horsepower, which was impressive in It has a great sound and is still considered one of the best V6 engines ever. The Toyota 3. It utilizes a dual high-pressure injection system to accomplish both. It also produces very low emissions, so it is one of the more environmentally friendly engines.
It produces horsepower, which is a pretty good number for a naturally aspirated V6. The Chrysler 3. It is basically an electric-assist system that maximizes power and efficiency. It provides horsepower and plenty of torque that is required in the full size, four-wheel-drive Ram pickup, while still getting 22 miles per gallon.
It provided plenty of power and was used in VW performance models such as the Corrado and Golf.
It is being phased out due to advances in 4-cylinder technology, but still used in the Porsche Cayenne. It quickly gained a reputation as an underpowered, poorly designed and unreliable engine. The aluminum block was prone to warping and replacing parts often required removing the entire engine. Chrysler used the 2. The engine is plagued by an oil sludge problem that often causes catastrophic failure at higher mileage.A V6 engine is a six- cylinder piston engine where the cylinders share a common crankshaft and are arranged in a V configuration.
The first V6 prototype engine was produced inhowever it took until for the first automotive V6 engine to reach production.
In the past 20 to 30 years, the V6 layout has become the most common layout for six-cylinder automotive engines. Due to their short length, V6 engines are often used as the larger engine option for vehicles which are otherwise produced with inline-four engines, especially in transverse engine vehicles.
A downside for luxury cars is that V6 engines produce more vibrations than straight-six engines. Some sports cars use flat-six engines instead of V6 engines, due to their lower centre of gravity which improves the handling. The displacement of modern V6 engines is typically between 2. All V6 engines— regardless of the V-angle between the cylinder banks— are subject to a primary imbalance caused by each bank consisting of an inline-three enginedue to the odd number of cylinders in each bank.
Straight-six engines and flat-six engines do not experience this imbalance. Six-cylinder designs have less pulsation in the power delivery than four-cylinder engines, due to the overlap in the power strokes of the six-cylinder engine. In a four-cylinder engine, only one piston is on a power stroke at any given time. Each piston comes to a complete stop and reverses direction before the next one starts its power stroke, which results in a gap between power strokes and annoying harshness, especially at lower engine speeds RPM.
From present, Volkswagen has produced narrow angle VR6 engines with V-angles of These engines use a single cylinder head shared by both banks of cylinders, in a design similar to the Lancia V4 engine. The VR6 engines were used in transverse engine front-wheel drive cars which were originally designed for inline-four engines. Due to the minimal extra length and width of the VR6 engine, it could be fitted to the engine compartments relatively easily, in order to provide a displacement increase of 50 percent.
Since there is no room in the V between the cylinder banks for an intake system, all the intakes are on one side of the engine, and all the exhausts are on the other side. It uses a firing order of which is the firing order used by most straight-six enginesrather than the common V6 firing order of or A V-angle of 60 degrees is the optimal configuration for V6 engines regarding engine balance. This firing interval is a multiple of the 60 degree V-angle, therefore the combustion forces can be balanced through use of the appropriate firing order.
The inline-three engine that forms each cylinder bank, however, produces unbalanced rotating and reciprocal forces.
These forces remain unbalanced in all V6 engines, often leading to the use of a balance shaft to reduce the vibration. The Lancia V6 engine was pioneering in its use of a six-throw crankshaft in order to reduce vibration. More recent designs often use a three-throw crankshaft with 'flying arms' between the crankpins. The flying arms allow an even firing interval of degrees to be achieved, and also used as balancing masses for the crankshaft.
A 60 degree V-angle results in a narrower engine overall than V6 engines with larger V-angles. This angle often results in the overall engine size being a cube shape, [ citation needed ] making the engine easier to fit either longitudinally or transversely in the engine compartment.
Many manufacturers, particularly American ones, built V6 engines with a V-angle of 90 degrees based on their existing degree V8 engines. Such configurations were easy to design by removing two cylinders and replacing the V8 engine's four-throw crankshaft with a three-throw crankshaft. This reduced design costs, allowed the new V6 to share components with the V8 engine, and sometimes allowed manufacturers to build the V6 and V8 engines on the same production line.
The downsides of a 90 degree design are a wider engine which is more vibration-prone than a 60 degree V6. The initial 90 degree V6 engines such as the Buick Fireball V6 engine had three shared crankpins arranged at degrees from each other, due to their origins from the V8 engines. This resulted in an uneven firing order, with half of the cylinders using a firing interval of 90 degrees and other half using an interval of degrees.
The uneven firing intervals resulted in rough-running engines with unpleasant harmonic vibrations at certain engine speeds. Several modern 90 degree V6 engines reduce the vibrations using split crankpins offset by 30 degrees between piston pairs, which creates an even firing interval of degrees for all cylinders.
At first glance, degrees might seem to be the optimal V-angle for a V6 engine, since pairs of pistons in alternate banks can share crank pins in a three-throw crankshaft and the combustion forces are balanced by the firing interval being equal to the angle between the cylinder banks. A degree configuration, unlike the 60 degree or 90 degree configurations, would not require crankshafts with flying arms, split crankpins, or seven main bearings to be even-firing.