I love them both. Calvin has really opened my eyes on the potential of an inline 6 though. I never imagined a grocery getter SUV engine could make the levels of horsepower Calvin gets out of these and survive. I'm an old dude so the V8 will always have a place in my heart, but those Vortec 4200's really haul the mail!
agreed, I like playing with underutilized engines and was going to get into the Gen V LU3 V6 but I think the potential of this 4200 has changed my mind
@@Terryray123 I'm aware of those engines too. Great performers. Calvin's channel fascinates me because I own an old Trailblazer with a Vortec 4200 in it. I enjoy watching Calvin and his dad squeeze tons of power from them.
@@ItsDaJax Technology has come a long way for sure. My father had a 74 Olds Cutlass with a 350V8 (5.7 liter) and a 4 barrel carb. Being of the smog era, that engine was pathetic....factory rating was something like 180hp! The bone stock Vortec 4200 in my Trailblazer makes 110 hp more with two less cylinders and a hundred less cubic inches of displacement. I remember when the V8's were so badly detuned that 455 cubic inch (7.5 liter) big blocks were barely making 250hp. The Lima engine you mentioned would blow away any stock so called "High Performance" V8 of that era with ease.
You did a great job explaining this. I'm building a 53 Chevy 1/2 ton pickup for drag and drive. Old school. Inline 6 292 (308). Ryan Falconer drivers side V-12 head. Obviously crossflow 340I/220E. Billet crank, steel billet rods and billet cam all by Crower. Mains dowelled and girdled. 5 stage dry sump. Weiand 6-71 with 2 Quick Fuel 650 DP and 16 jet nitrous plate. Electromotive direct fire EMS and a 5 speed. Thank you for taking the time to make this video.
@@spaceghost8995 LOL. Maybe just 1200 HP worth. Perfect for my Drag and Drive 53 Chevy 1/2 ton pickup. With a Tremec T56 Magnum of course. I had to move up from my TKO 600. I like to drive. It's all about the fun.
Great video Sir. I've always thought that 7 main bearings were better than 5, especially with 6 cylinders on 7 mains compared to 8 cylinders on 5 mains.
All about keeping that twist under control . Kinda crazy looking at an old Chevy 350 with that crank hanging out of the block and not skirted in there at all. They definitely flexed a lot and that causes heavy bearing wear. Sure they'd do it , but show you how they protest in the bearing wear.
I love how the manufacturers considered their inline 6 offerings as just entry level power plants for those who didn’t want to spend extra for their “powerful “ V-8 lineup. Now, decades later the sixes are fondly remembered with enthusiasts who still love them and the V-8s are just not as interesting. At least to me anyway.
I love I6s, I really do, but for real sport cars flat plane 4valve V8s are the real deal if you can‘t afford 4valve high power V12s; I‘m talking as a NA enthusiast.
We participate in the NHRA stock eliminator class. Every car and engine combo has an index, regulated by weight. A 2 wheel drive trailblazer with a 4200 would mess with some minds.
Other benefit of specifically this layout cross flow head, as well as I think most other longitudinally mounted inline engines made by anyone who isn't Nissan, is that you also keep all the heat away from the clutch and brake fluid and the steering column is easier to route under an intake as opposed to through an exhaust. At least for most of the world.
I have a 06 Trailblazer EXT that I got from son, who killed the 4.2. I put a 07 4.2 with 72K on it from national salvage company, installed with new water pump & T stat. I've driven 4 years and very happy with it. My last inline was a Ford 300 in a early 90's E150. I have thought often about putting Trailblazer frame and drivetrain under my 41 Tudor deluxe, regular TB frame is perfect, mine a foot to long. Great content.
It depends like for me I have a 302 v8 and a 300 inline 6 both make more then plenty of torque but I do get a bit more mpg with my inline 6 towing both are manual trucks and are the same truck.
LOL i'll bet this video is going to generate some hate mail! lol. Although I agree on almost all points. My only descent with your points is in the only subjective point which is sound. I prefer the sound of a V8 over an inline 6. Although I am very much a fan of, and own, both platforms. Although my inline 6 is an old 236 stove bolt in my 57 chevy sedan. One point I would like to add though is about a pushrod engine vs an overhead cam engine, especially in regards to v8's. And that is reliability of that system. Which you partially touched on. VVT and other similar systems aside it just seems that, at least in the case of V8's, like you mentioned, there are far more failures of the timing system in engines like the Coyote, Tritons, etc. that use a dual of even single overhead cam system due to the long chains that have to be kept in check with guides, tensioners, etc. They just seem to have a far greater failure rate, and also repair and maintenance cost, than a pushrod engine has. Also, damn you! lol. Since I discovered your channel i've been creeping facebook marketplace looking for a Chevy Trailblazer because I want to own one of these Vortec 4200's. lol.
I sure like your videos! I need to re-power a '47 Chevy. Not so much for hot rod reasons, but because I get run over when I drive it. The rod bearings are lubed by dippers and oil jets, and I'm pretty sure the oil jets are weak. The vision of those poor rod bearings is on my mind when I reach 45 MPH with that stock 4.11:1 rear axle. Like so many people, I think a frame and powertrain swap is the best way to go, because the drive shaft being enclosed means I can't swap rear ends without also swapping transmissions. The 4200 most closely resembles the original 216 L6, and these car have a fairly narrow firewall and engine compartment.
They have 3:55’s for those, I remember the 215&216’s well I worked at a Independent Chevrolet specialist that opened in 1926 it is 12 blocks from the 1916 Assembly plant Oakland California
@@64PeteYou’re missing out. Go drive one and compare it to the turbo 4 cylinder. You’ll soon see that the Naturally Aspirated V8 is far superior. I have driven both. I will never go back to driving a Turbo 4 cylinder or V6.
I own a 95 GMT 400 with a 5.7 SBC. It’s a 3/4 ton and absolutely pristine. I also have an 88 F-250 with a F.I. 300 six . It’s not so pristine because it does the work around here. It will outpull the 5.7 SBC and get better fuel economy. The 5.7 SBC was the most inefficient engine for it’s displacement that I’ve ever owned. The Chevy gets 12mpg regardless of load and driving habits. The Ford will get 14-15 pulling the same load as the Chevy.
@@Peculiarsafe83 I have a 468 big block Chevy with a towing cam in a k3500 and a LNF 2.0T cobalt SS. Max torque on the LNF is at 2000rpm. Max torque for the stock 1997 vortex 7.4 is at 3200rpm. A good turbo 4 will hit every bit as hard as a NA V8, you just gotta wait a half second for the boost.
I have a pretty rare '67 Jag 420 compact sedan. It's DOHC 6 sounds delicious. Also have a '68 Fury w/a 440 w/exhaust cutouts. The sound of an uncorked BIG BLOCK V8 is magical. Violently magical! As is the 1970 Porsche 12 cyl. boxer Le Mans cars. I love all the sounds. I learned a lot here, thank you!!!
Mercedes makes (or, at least used to make) reliable V8’s when they were analogue and not hooked up to all kinds of plastic and computer chips. Great I6’s, especially Diesels with cast iron heads. OM606 Turbo was the Diesel 2JZ
VW VR6 is 15 Degree V6 with; 7 main cap, single head with 20 studs in tight pattern , the size and weight of a 4 cylinder, dual overhead cams, the coolest sounding engine due to unequal length intake/exhaust runners odds to evens, and lots of aftermarket support! if you really want your mind blown look at a bentley W12...
Yeah, fives and sixes get me hyped more, N/A or turbocharged. Part of that is also for being where V8s aren't widespread, so people have grown to fight with less.
I personally like the sound of a massive rpm v8(think nascar) over the overly smooth inline 6s but that's not close to saying they sound bad. Not at all. I remember back in the 90s there was a guy that bracket raced a built 300 inline 6 C10 and it was running low 6s in the 1/8th and sounded almost exactly like the 4200 you guys build. He had a 671 on his and it ran on alcohol but man it was killer
@@deltabluesdavidraye no but I'd rather drive my 302 ranger every day rather than my 93 accord even though the accord makes 75 more horsepower. My 302 is naturally aspirated and revs about the same as the turbo 4 in the accord. The accord is faster, gets better gas mileage, and is more comfortable for my daughters to ride in but the Ranger is a better hot rod because it's more viscerally engaging.
@@prevost8686 yeah, the C10 I was referring to had a 300+ cube stroked 292 chevy inline and man was it badass. Hearing the idle surge of a roots blower on an inline 6 is wild.
Great video! I think both have their place. Personally, I like the sound of a V8 with 180-degree headers (or a flat-plane crank). And I also like the sound of an L6 with long-tube headers.
Great video showing the pros and cons of both platforms, I’d like to see Calvin modify a Ford 2300 with 5.2in stroke, the Lima 2300 to be exact, build it for power, turbo charge it slap some e85 in it and test it to its limit.
Good video : I also like inline sixes . Chey 292 , Ford 300 , AMC 258 . I saw a rail dragster run at the strip with a Ford 300 inline Six . It was really something ! Keep on souping up those sixes . They are a lot of fun !
I’m a longtime fan of straight 6 engines with the Ford 300 being my favorite. It’s never been a high revving engine but was amazing for the work that it could do given the unimpressive HP&Torque numbers.
Yes. I think economy cars/trucks could benefit from Pushrod I6’s with Timing Gears and modern fuel injection. Analogue and simplicity combined with build quality is a good formula.
I love V8s and straight sixes...in my job I've done a lot of development work on both. My wife and I have an all-V8 fleet (2UZ-FE, LS6, and Apache 392 HEMI). But my favorite is a boxer six. Strongest "bottom end" (it's the center so no main caps, the whole crankcase holds the main bearings), perfect balance to rev, best weight distribution, short stiff crankshaft without shared throws, and it sounds better than either one.
Thanks for the clarity on the crank natural frequency issues. I've been in balanced 6s and 8s, and there's something about the 6s that just felt better - smooth and creamy. Also - I'm with you on the sound. I kept my 223 six in my 55 F100. My "guy" balanced it, gave me a two barrel - and taught me a lot, most of which has been lost in the attic. The Ford wasn't going to win anything - except maybe in the audio lab. Nearly silent at idle, and an almost Euro-purr at 3000. Oh, just for grins I kept the vacuum valve on the manifold - just in case I wanted to hook up a hose milk the cows in the field. Nice video - thanks!
I'm not sure if that is the best question or best way to ask it. Are inline 6 engines as efficient as v8? Are inline 6s able to be as powerful as a v8? How are inline 6s as good as v8s?
@@-thebatman- is that satisfying when your LS can’t run with the Coyote on an equal basis. Cheap is great for bragging at car shows but finishing second to the Coyote not much bragging then.
A response for your algorithm. The sound of an Inline 6 is absolutely spectacular. It's a very unique sound, sounds tough and refined. However they sound horrible as a diesel, one of the worst imo. Like someone vomiting in a dumpster.
With more aftermarket support, the 4200 would a great choice for drag and drive events. Calvin might want to ask his subscriber's if there is any interest in a plug and play harness, ecu, etc. for the swap.
v8’s were born for only one reason - very compact. I6 is simply the best engine configure. Naturally balanced, no cylinder combustion overlap, better cooling, one cylinder head, 7 mains per 6 rods, n most importantly beer comes in six packs - it’s about that six man.
There is nothing compact about a big block. I would pick displacement over anything else because of the hp and torque potential. You’re limited with the inline 6 in that department.
And yes I agree with you all the way, DOHC 4-valves per cylinder are the wave of the future and way to go, along with all aluminum blocks too. I'm not to sure about VVT, "yet". Definitely do not care for DOD/AFM, don't think I could handle driving a vehicle with half it's cylinders not doing anything....
Im swapping an LS into my 65 Valiant with a th400 right now. However I will be getting a Hurricane H.O. as soon as can get my hands on one. I want to be the first person to take one through a drag and drive comp.
One key thing that didn’t get brought up is displacement. V8s can be absolutely massive CID for their relatively compact size. A Some LS/LT have over 40% more CID than the 4.2L in stock form. Displacement is a huge advantage when it comes to making power.
i own a 16 chevy with the l83. been running it on amsoil signature series and use ethanol free fuel since new and never had any issue with carbon built up or lifter failing yet and i got short of 4000hours on the engine with 195k km... built plan now is between the L8T block altho id like to go with a 3.2xx stroke and keep some meat on the cylinder walls so nothing bigger than 4.100 on the pistons. And then i saw Nivlac57 videos of twin turbo 4200... and .. even with the turbos... still cheaper than a Lt4 hp fuel pump/injectors l8t engine built. so my mind is trouble.. for a daily driver that will cross canadian rockies every couple weeks matched to a 6l80e and a 4x4. will see what 2024 bring and if I stay with a v8 or go i6.
I have 5 Ford 300s. I've driven trucks with the 360 FE, 302, International 345, 7.3 IDI turbo, 7.3 Powerstroke (both obs and super duty), multiple 5.4s, a 6.8 v10, multiple 6.2 gassers, AMC 4.0, GM 4.3, and probably a few others. The 300, while being slower than everything but the 5.4, would still have no trouble doing the work that the other engines are capable of. I had run my 1986 300 almost completely out of oil and it didn't complain, still runs with no concerning noises. I'm certainly biased but the 300 has given me no reason to question its capability or reliability, even when I exceed the GVWR of the truck.
I’m definitely more of a V8 engine fan and I own a 2019 Chevrolet Corvette C7 Stingray with the LT1 6.2L V8 and I love it with all my heart. I also do love in-line 6s as well, but mostly for Diesel engine applications. For gas I choose V8. For Diesel I choose in-line 6. I also want a 15.2 L Caterpillar C15 in-line 6 Diesel engine for my dream RV bus. Also, you’re my hero!!!!! Thank you so much for keeping the internal combustion engine alive and I encourage you to keep doing so and fight against the tyrannical government bullies forcing electric vehicles down our throats. Gas and Diesel RULE!!!!!
Very nicely presented! I knew most of the physics, but you added some nuances I wasn't aware of, particularly around block construction... To be contrary, my favorite engine sound is an inline 5!
@@Thumper68 literally makes no sense comparing an suv to a muscle car. That’s like saying I like my Lamborghini suv but not as much as my Bugatti. Makes no dam sense lmfao.
I prefer the rumpidy idle sound of a V8 cuz Im an old classic BUT an Amera Berra in a 70s Dodge Duster could easily be called a SCREAMIN' DEMON and it would sound like it too. 😂
I had a 2002 chevy trailblazer new. I was told, back in the day, I should turbo it and have a sleeper. Some forced induction specialist told me this back in 2003. Should have listened to him back in the day. Good news is, today these vehicles and parts are cheap because nobody knows their potential.
Neither one is "Better" but depending on your chassis, one will have more benefits. In my truck I did a rear-mount gas tank, so going V8 let me get some nice symmetry and light weight. I could have kept the mid-mount gas tank, but that would have required custom headers that go outside the frame rails, which means mandatory side-exit exhaust -- I did a VVT deleted coyote that turned out pretty awesome. Only 5 wires to hook up. DBW connector, 1 cam sensor, 1 crank sensor, 1 knock sensor bundle, and then the injector/ignition loom can be bundled together to the holley ECM. The problem was, this setup costs twice as much as an LS. -- I'm designing a modernized Duesenberg J with IFS and am setting it up to use an inline-6 for all of the reasons you mentioned, plus there's no header in the way of the steering column. I like the 4200 quite a bit for those exact reasons.
Over here in Germany the Vortec 4200 isn't really available. The Mercedes-Benz M104 is a good substitute though. Not particularly expensive these days and all problems are well known. The Mercedes-Benz OM606 or OM648 are good diesel alternatives. The M57 from BMW is also extremely good.
I've long been a six-in-a-row guy myself as both my brother and my buddy raced six cylinder Camaros back in the day. My buddy's best was an 11.18 in his '69 pulling 18" wheelstands running a 250 cid. stick shift car with two Holley 500 cfm 2-barrels. My brother's '67 car was also a 250 with two 350 cfm 2-barrels, but was an automatic and ran a little slower - mid 12's. That was 1971 with very crude tire and traction technology. Consistent traction was only a rumor unless the pro-stock guys showed up and sprinkled their gold "fairy dust" on the track...good times! The only good thing about being this old is that I actually witnessed history in the making. I saw many of the legends up close and personal! I have to agree that there is no sound quite like a healthy six at full song. Heard more than one competitor comment that it sounded like a nest of angry hornets!
That's awesome! I wish my twin would have joined the Camaro family but she belongs to the Mustang family 🥹. That's the only Mustang I'll give a pass for 😅
I always thought the inline 6 had perfect primary and secondary balance, Also the inlne 6 had 2 more main caps holding the crank shaft down than the v8 making the block stronger and more rigid.
They do have perfect primary and secondary balance. Properly balanced of course. But all inline sixes have a natural resonance frequency. Typically somewhere between 6 and 7k rpm. It varies between engine designs because of stroke, mass and overall length. Typically they are above the redline of stock engines. If the engine is modified for racing purposes and has a redline above the critical rpm it is not a problem. Just don't run the engine at the critical frequency for an extended period. There is a TH-cam channel called AMXJ. It has a series of interviews with a Jeep Powertrain engineer who did a lot of work on the 4.0. He was also involved in a 4.0 powered dragster. They had that spinning 9k thru the traps. And that's with pushrods and a non crossflow head. And a stock oil pump iirc.
Great video ! Thank you ,I learned a lot; One thing though, it's "oil galley" not 'gallery" (unless your engine is festooned with miniature works of art) :)
Back in the '70's an acquaintance had a CJ-5 factory 304 V8 that he swapped a Javelin 401 into... In 4W High it would jump off the ground in a drag-style start☺
Have you seen the performance crate engines for jeeps? 280hp inline 6 for a little over 4K. When my XJ blows up I wanna get one to replace it. 280hp in a 3k pound vehicle would be very quick for a jeep.
@@rustygehl that's awesome man. What is it going in? I call my Cherokee my golf cart because the interior is stripped and the doors are off, weights probably 28-2900 pounds.
@@jamescarter6318 In an 89 YJ, so pretty light as well. There is a new vid with a 1k+ HP Stroker with blow through carb turbo'ed, look up Newcomer Racing. Too crazy for my blood, but freaking sweet!!
Everyone thought I was nuts back in '00 when I dropped a 292 into my '69 C20, that pretty near bone stock I6 went on to trounce a number of V8s with many thousands of dollars into them, both in 1/8 mile drags and in pulling applications. Sadly the stock head was not up to the task of such extreme and repeated abuse, ended up cracking between #4 exhaust port and a head bolt, I was never able to source a good one and ended up scrapping that still good short block several years later😢.
I really enjoy your videos brother. If I knew how to fabricate I would Def put a 4200 into my Crown Vic. But since I can't I am doing a Ls3 swap in her instead.
I like both. For me, it's just a question of what it goes into. Do you have a long engine bay, or a wide one? Front steer, or rear steer? Just find a good engine that fits, with a sump that's at the right end. Bonus points if the hot side is on the passenger side, so you don't have to boil your brakes, or route your exhaust around your steering. And if you like pain; get a turbo v12.
Lol even though I can tell you're trying very hard your bias of the 4200 is showing 😂... You can tell how much more you like it just by how you talk about its shortcomings.. great video though.. if i could afford a jz id have probably jumped on that bandwagon....but i like being different and been following some of your 4200 builds since I first heard ..
For years, the default swap option for a 1st gen Chevy Colorado has been an LS V8. However, thanks to some brilliant ppl over the last 4 years, it's now possible for the 4.2 I6 to be a cost effective solution
sound, 6s better than V8s IMHO. I don't care if it is a 911, M3, etc. Now V8s are cool but yeah you really do need that fancy exhaust to make them sounds near as well, and most are not interested in doing that work. All in all I like the stuff you are doing, and how you plan things out. I am not a straight line guy but there are still things to learn. I recently lost my S54 and have not had the time to find out why exactly, conrod ejected :(. :(!!!!! they aren't making them anymore either. So I am very said that this occurred. Northstar? Some of the V8 vs I6 stuff is fluff in the personal opinion space. But some for sure is not. In the end the V8 can be more complicated for sure, and the ability of the LS to do what it does in an old fashioned way is stupendous. Note the C8 motor... the reality is that is what it takes for HP/Liter, or mid engine vs front. Some things are just so
Hey Bro. Really enjoyed your very informative vid. I too love the good old inline six. Great simple reliable engine. Unfortunately the sound I love is the mighty V8. However I have more Sixes than Eights. Love em..
I currently own three cars, a 6.0 LS engined car, a 2.5 inline 6 (BMW N52) and a 3.0 Subaru flat 6. The BMW engine is the most smooth of all, the Subaru is a close 2nd, and the LS is the least smooth. I love them all and their own unique characteristics.
6:41 you almost have a point but it's not the bottom end that limits RPM in an I6 its the camshaft, they dont like much more than 8500rpm, the bottom end well ballanced should do 10kRPM. and a crossplane V8 don't like going above 7500 rpm ..
I have a 2006 Trailblazer. I am beginning to plan a total restore. I would like to rebuild the 4200 and 4L60 E to 500hp level. What is a good $$$ estimate to budget for this goal?
I really prefer/want to hear the sound of a twin turbocharged LH2 revving to 8500 RPM's. And will do 7000, like it's no big deal, and run there like that's where it likes to be at.
I like the sound of the I6 especially when its underestimated because its an I6, annoys me when you hear folks say….only sounds right when its a V8 or only men have Vee8s and other dumb stuff to justify their feelings…i appreciate anything that makes 100hp per cylinder or more and some 4cyls are 300hp+ per hole so cant argue with success regardless of engine brand or size at that power level.
![F.HERO Ft. JSPKK x ลำไย ไหทองคำ x M-PEE - ไม่สนิทบิดหมด (Thai Riders Anthem) [Official MV]](http://i.ytimg.com/vi/kPJZ0UihBfk/mqdefault.jpg)
I love them both. Calvin has really opened my eyes on the potential of an inline 6 though. I never imagined a grocery getter SUV engine could make the levels of horsepower Calvin gets out of these and survive. I'm an old dude so the V8 will always have a place in my heart, but those Vortec 4200's really haul the mail!
agreed, I like playing with underutilized engines and was going to get into the Gen V LU3 V6 but I think the potential of this 4200 has changed my mind
Look up Ford barra or Nissan tb48.
@@Terryray123 I'm aware of those engines too. Great performers. Calvin's channel fascinates me because I own an old Trailblazer with a Vortec 4200 in it. I enjoy watching Calvin and his dad squeeze tons of power from them.
Wait till you find out the Lima 2.3 can make about 500hp.
@@ItsDaJax Technology has come a long way for sure. My father had a 74 Olds Cutlass with a 350V8 (5.7 liter) and a 4 barrel carb. Being of the smog era, that engine was pathetic....factory rating was something like 180hp! The bone stock Vortec 4200 in my Trailblazer makes 110 hp more with two less cylinders and a hundred less cubic inches of displacement. I remember when the V8's were so badly detuned that 455 cubic inch (7.5 liter) big blocks were barely making 250hp. The Lima engine you mentioned would blow away any stock so called "High Performance" V8 of that era with ease.
You did a great job explaining this. I'm building a 53 Chevy 1/2 ton pickup for drag and drive. Old school. Inline 6 292 (308). Ryan Falconer drivers side V-12 head. Obviously crossflow 340I/220E. Billet crank, steel billet rods and billet cam all by Crower. Mains dowelled and girdled. 5 stage dry sump. Weiand 6-71 with 2 Quick Fuel 650 DP and 16 jet nitrous plate. Electromotive direct fire EMS and a 5 speed. Thank you for taking the time to make this video.
Whoa
Boast much? 😂😂
@@spaceghost8995 LOL. Maybe just 1200 HP worth. Perfect for my Drag and Drive 53 Chevy 1/2 ton pickup. With a Tremec T56 Magnum of course. I had to move up from my TKO 600. I like to drive. It's all about the fun.
@@lazyhoundracing9621 Boasting is so tacky. Go make a video about your awesome achievements.
Great video Sir. I've always thought that 7 main bearings were better than 5, especially with 6 cylinders on 7 mains compared to 8 cylinders on 5 mains.
It would seem so but the mighty Leaning Tower of Power only had 4 main bearings and held up quite well.
@@prevost8686 Oh yes, I see what you're saying. Now that I think about it, I think the Ford flat head V8 had only 3 main bearings.
All about keeping that twist under control .
Kinda crazy looking at an old Chevy 350 with that crank hanging out of the block and not skirted in there at all.
They definitely flexed a lot and that causes heavy bearing wear.
Sure they'd do it , but show you how they protest in the bearing wear.
Great side by side take on both. Be interesting to see the comparison of GM’s (60 deg V6 DOHC VVT) LF4 3.6 and or LGW 3.0 vs the 4.2 inline 6
you forgot to mention that many inline 6's were made purely for being torque efficient but ironically made just as much power as most V8's.
I love how the manufacturers considered their inline 6 offerings as just entry level power plants for those who didn’t want to spend extra for their “powerful “ V-8 lineup. Now, decades later the sixes are fondly remembered with enthusiasts who still love them and the V-8s are just not as interesting. At least to me anyway.
@@prevost8686Back in the 80s that was different.
I love I6s, I really do, but for real sport cars flat plane 4valve V8s are the real deal if you can‘t afford 4valve high power V12s; I‘m talking as a NA enthusiast.
@@AmaAndZing
Actually I drive both engine layouts.
@@kledomuc1713respect, I was just trolling v8s are awesome
We participate in the NHRA stock eliminator class. Every car and engine combo has an index, regulated by weight. A 2 wheel drive trailblazer with a 4200 would mess with some minds.
I like the VR6. You get a very compact Engine that can still support quite a bit of power if build right.
Such a unique sounding engine too, definitely a bucket list build.
I agree and dont even like VW😂 but still want one to drop in a Ranger or S10
The only thing I have against the VR6 is the long exhaust ports that are in the water jackets. I amazed they don’t have overheating issues.
The VR6 does make it a bit more compact, but throws out the inherent balance of an I6
@@carnivorebear6582they are plenty smooth
ANOTHER INTELLIGENT VIDEO... THANKS CALVIN FOR THE LEARNING
Been watching for years tempted to see if I can cram a 4.2 or a 3.7 in my 03 Z whenever you get the chance would love some 5 cylinder content
Other benefit of specifically this layout cross flow head, as well as I think most other longitudinally mounted inline engines made by anyone who isn't Nissan, is that you also keep all the heat away from the clutch and brake fluid and the steering column is easier to route under an intake as opposed to through an exhaust. At least for most of the world.
Early Miatas also go the wrong way.
I have a 06 Trailblazer EXT that I got from son, who killed the 4.2. I put a 07 4.2 with 72K on it from national salvage company, installed with new water pump & T stat. I've driven 4 years and very happy with it. My last inline was a Ford 300 in a early 90's E150. I have thought often about putting Trailblazer frame and drivetrain under my 41 Tudor deluxe, regular TB frame is perfect, mine a foot to long. Great content.
It depends like for me I have a 302 v8 and a 300 inline 6 both make more then plenty of torque but I do get a bit more mpg with my inline 6 towing both are manual trucks and are the same truck.
LOL i'll bet this video is going to generate some hate mail! lol. Although I agree on almost all points. My only descent with your points is in the only subjective point which is sound. I prefer the sound of a V8 over an inline 6. Although I am very much a fan of, and own, both platforms. Although my inline 6 is an old 236 stove bolt in my 57 chevy sedan.
One point I would like to add though is about a pushrod engine vs an overhead cam engine, especially in regards to v8's. And that is reliability of that system. Which you partially touched on. VVT and other similar systems aside it just seems that, at least in the case of V8's, like you mentioned, there are far more failures of the timing system in engines like the Coyote, Tritons, etc. that use a dual of even single overhead cam system due to the long chains that have to be kept in check with guides, tensioners, etc. They just seem to have a far greater failure rate, and also repair and maintenance cost, than a pushrod engine has.
Also, damn you! lol. Since I discovered your channel i've been creeping facebook marketplace looking for a Chevy Trailblazer because I want to own one of these Vortec 4200's. lol.
Dissent* :)
I sure like your videos! I need to re-power a '47 Chevy. Not so much for hot rod reasons, but because I get run over when I drive it. The rod bearings are lubed by dippers and oil jets, and I'm pretty sure the oil jets are weak. The vision of those poor rod bearings is on my mind when I reach 45 MPH with that stock 4.11:1 rear axle. Like so many people, I think a frame and powertrain swap is the best way to go, because the drive shaft being enclosed means I can't swap rear ends without also swapping transmissions. The 4200 most closely resembles the original 216 L6, and these car have a fairly narrow firewall and engine compartment.
We used an s10 rear and a th350 on a v8 swapped 49 Chevy. we kept the original frame.
They have 3:55’s for those, I remember the 215&216’s well I worked at a Independent Chevrolet specialist that opened in 1926 it is 12 blocks from the 1916 Assembly plant Oakland California
Never felt the pull of V8s, so I've never owned one. I've always driven sixes, more lately turbo 4's. Great content as always Calvin, appreciated!✌🇦🇺
So you're gay ?
@@chopperking007 Ask ya mum.
@@64PeteYou’re missing out. Go drive one and compare it to the turbo 4 cylinder. You’ll soon see that the Naturally Aspirated V8 is far superior. I have driven both. I will never go back to driving a Turbo 4 cylinder or V6.
I own a 95 GMT 400 with a 5.7 SBC. It’s a 3/4 ton and absolutely pristine. I also have an 88 F-250 with a F.I. 300 six . It’s not so pristine because it does the work around here. It will outpull the 5.7 SBC and get better fuel economy. The 5.7 SBC was the most inefficient engine for it’s displacement that I’ve ever owned. The Chevy gets 12mpg regardless of load and driving habits. The Ford will get 14-15 pulling the same load as the Chevy.
@@Peculiarsafe83
I have a 468 big block Chevy with a towing cam in a k3500 and a LNF 2.0T cobalt SS. Max torque on the LNF is at 2000rpm. Max torque for the stock 1997 vortex 7.4 is at 3200rpm. A good turbo 4 will hit every bit as hard as a NA V8, you just gotta wait a half second for the boost.
Volkswagen VR series engines were like 15 degree vee, also the basis for the W series (two VR motors sharing the same crank).
I have a pretty rare '67 Jag 420 compact sedan. It's DOHC 6 sounds delicious. Also have a '68 Fury w/a 440 w/exhaust cutouts.
The sound of an uncorked BIG BLOCK V8 is magical. Violently magical! As is the 1970 Porsche 12 cyl. boxer Le Mans cars.
I love all the sounds. I learned a lot here, thank you!!!
Yes but more than 8 cylinders and you're in hipster territory
I have both, M113k Supercharged V8 and an N54 Twin Turbo Inline 6, love them both.
Ok, child
Mercedes makes (or, at least used to make) reliable V8’s when they were analogue and not hooked up to all kinds of plastic and computer chips. Great I6’s, especially Diesels with cast iron heads. OM606 Turbo was the Diesel 2JZ
VW VR6 is 15 Degree V6 with; 7 main cap, single head with 20 studs in tight pattern , the size and weight of a 4 cylinder, dual overhead cams, the coolest sounding engine due to unequal length intake/exhaust runners odds to evens, and lots of aftermarket support! if you really want your mind blown look at a bentley W12...
Yeah, fives and sixes get me hyped more, N/A or turbocharged. Part of that is also for being where V8s aren't widespread, so people have grown to fight with less.
Im a 4200 owner right now I have a hole in my block trying to accumulate parts to get it back together love the content
Anything would help god bless
I personally like the sound of a massive rpm v8(think nascar) over the overly smooth inline 6s but that's not close to saying they sound bad. Not at all. I remember back in the 90s there was a guy that bracket raced a built 300 inline 6 C10 and it was running low 6s in the 1/8th and sounded almost exactly like the 4200 you guys build. He had a 671 on his and it ran on alcohol but man it was killer
Sound has no bearing on what is better .
A Ford 300 six has a sound all its own. Even though it’s only a couple cubes short of a 302 the sound is totally different.
@@deltabluesdavidraye no but I'd rather drive my 302 ranger every day rather than my 93 accord even though the accord makes 75 more horsepower. My 302 is naturally aspirated and revs about the same as the turbo 4 in the accord. The accord is faster, gets better gas mileage, and is more comfortable for my daughters to ride in but the Ranger is a better hot rod because it's more viscerally engaging.
@@prevost8686 yeah, the C10 I was referring to had a 300+ cube stroked 292 chevy inline and man was it badass. Hearing the idle surge of a roots blower on an inline 6 is wild.
Great video! I think both have their place. Personally, I like the sound of a V8 with 180-degree headers (or a flat-plane crank). And I also like the sound of an L6 with long-tube headers.
Yeah. The 180 headers are hard to beat, but I still like the inline sound
I also like the staccato growl of an inline 5-cyl, the burble of a 60-degree V6, the shriek of a V12 at high rpm, etc etc. 😎
You're right, Calvin... Volvo (built by Yamaha) 60° V8 comes to mind☺My favorite sound is a 5 or 12 cylinder...
Have one in my daily, sounds incredible, not crazy fast or easy to work on in a 4100lb fwd based awd sedan
Or the SHO V8 that had Yamaha built heads for the Ford Taurus. Had cam gear issues but was a good engine if you got that fixed before it was an issue.
The combination of flat plane crankshaft and 60 degree engine in the Volvo V8 Supercar made for a very unique sound!
Lmao that “for the four of you out there that this applies to… good luck 😄👍” at the end had us dying 🤣🤣🤣🤣
Lol. Glad someone got a kick out of it.
Great video showing the pros and cons of both platforms, I’d like to see Calvin modify a Ford 2300 with 5.2in stroke, the Lima 2300 to be exact, build it for power, turbo charge it slap some e85 in it and test it to its limit.
Good video : I also like inline sixes . Chey 292 , Ford 300 , AMC 258 . I saw a rail dragster run at the strip with a Ford 300 inline Six . It was really something ! Keep on souping up those sixes . They are a lot of fun !
I’m a longtime fan of straight 6 engines with the Ford 300 being my favorite. It’s never been a high revving engine but was amazing for the work that it could do given the unimpressive HP&Torque numbers.
I just bought a truck with the 300 in it. It feels like im driving a diesel! I’ve heard they’re long lasting engines, hoping to have good luck with it
Yes. I think economy cars/trucks could benefit from Pushrod I6’s with Timing Gears and modern fuel injection. Analogue and simplicity combined with build quality is a good formula.
Ford 300 i6 is one of if not the most reliable indestructible engine ever made along with the toyota 1FZ and toyota FTE i6 engines
I love V8s and straight sixes...in my job I've done a lot of development work on both. My wife and I have an all-V8 fleet (2UZ-FE, LS6, and Apache 392 HEMI). But my favorite is a boxer six. Strongest "bottom end" (it's the center so no main caps, the whole crankcase holds the main bearings), perfect balance to rev, best weight distribution, short stiff crankshaft without shared throws, and it sounds better than either one.
great teaching video, keep moving forward.
Love the inline six. Use to plan builds on a 250 (or 292) with my Clifford's Research (6=8) book back in the 1970s.
You need to buy a 6>8 tee.
You didn't note that bearings on an inline engine are usually larger, both in width and diameter due to no overlapping bearings.
I'm looking forward to hopefully build a m50 with my friend for his e34 BMW. certainty cool stuff.
Straight 6 no questions needed.
hell nah
Yeah
I6 FTW
I have the 4.2 Atlas in my Trailblazer. I love that damn thing. 270K, no oil consumption, runs like the day I bought it in 2007.
Loved your keep fuel away from hot stuff explanation😂😂
Thanks for the clarity on the crank natural frequency issues. I've been in balanced 6s and 8s, and there's something about the 6s that just felt better - smooth and creamy. Also - I'm with you on the sound. I kept my 223 six in my 55 F100. My "guy" balanced it, gave me a two barrel - and taught me a lot, most of which has been lost in the attic. The Ford wasn't going to win anything - except maybe in the audio lab. Nearly silent at idle, and an almost Euro-purr at 3000. Oh, just for grins I kept the vacuum valve on the manifold - just in case I wanted to hook up a hose milk the cows in the field. Nice video - thanks!
When it comes to my 6.7 L Cummins, STRAIGHT 6 ALL THE WAY!!! LFG! 👍💪
I'm not sure if that is the best question or best way to ask it. Are inline 6 engines as efficient as v8? Are inline 6s able to be as powerful as a v8? How are inline 6s as good as v8s?
any engine can make power, and what kind of efficiency are you implying? volumetric efficiency? fuel efficiency?
Performance parts are why most, will choose the LS. That's why I watch your channel, the road less traveled. Thanks, keep thinking and doing.
Coyote says 'hold my beer'
@@RSDX99coyotes are too expensive compared to ls series.
@@-thebatman- is that satisfying when your LS can’t run with the Coyote on an equal basis. Cheap is great for bragging at car shows but finishing second to the Coyote not much bragging then.
@@RSDX99 I’ve owned both the ls was cheaper but I did enjoy the mustang more.
@@RSDX99 you probably don’t have either lmao
A response for your algorithm. The sound of an Inline 6 is absolutely spectacular. It's a very unique sound, sounds tough and refined.
However they sound horrible as a diesel, one of the worst imo. Like someone vomiting in a dumpster.
That's fair.
With more aftermarket support, the 4200 would a great choice for drag and drive events. Calvin might want to ask his subscriber's if there is any interest in a plug and play harness, ecu, etc. for the swap.
I think there is. We'll see where things lead.
@@Calvin-Nelson Me too.
Thank you for the information provided. Good luck.
v8’s were born for only one reason - very compact. I6 is simply the best engine configure. Naturally balanced, no cylinder combustion overlap, better cooling, one cylinder head, 7 mains per 6 rods, n most importantly beer comes in six packs - it’s about that six man.
There is nothing compact about a big block. I would pick displacement over anything else because of the hp and torque potential. You’re limited with the inline 6 in that department.
@@ectomorphnranger5165
an inline 6 is most certainly not limited, cummins inline 6's can make deep into 4 digit power numbers.
I grew up with inline 6's and prefer them. Never really like the v8 but it is useful I guess. I6 forever :)
And yes I agree with you all the way, DOHC 4-valves per cylinder are the wave of the future and way to go, along with all aluminum blocks too.
I'm not to sure about VVT, "yet". Definitely do not care for DOD/AFM, don't think I could handle driving a vehicle with half it's cylinders not doing anything....
Yeah. DOD is junk
Wish there was more info/work on overhead cams engines. Awesome video thanks
Yeah. They work so well.
Im swapping an LS into my 65 Valiant with a th400 right now. However I will be getting a Hurricane H.O. as soon as can get my hands on one. I want to be the first person to take one through a drag and drive comp.
Inline 6s spinning to 10k rpm just gives me goosebumps
They sound so good
Cool 👌...Nothing against v6 or any other engines.But,the sound of a V8 ... Simply no other.My personal preference
No worries. More inline 6's for the rest of us.
Nice Summary!
One key thing that didn’t get brought up is displacement. V8s can be absolutely massive CID for their relatively compact size. A Some LS/LT have over 40% more CID than the 4.2L in stock form. Displacement is a huge advantage when it comes to making power.
Make a video comparing with VR6😇
I've never seen anyone compare these two...it would be cool!!
Maybe...V12? 😳
Australian Ford Barra Barra 325T inline 6 is the killer in this conversation.
i own a 16 chevy with the l83. been running it on amsoil signature series and use ethanol free fuel since new and never had any issue with carbon built up or lifter failing yet and i got short of 4000hours on the engine with 195k km... built plan now is between the L8T block altho id like to go with a 3.2xx stroke and keep some meat on the cylinder walls so nothing bigger than 4.100 on the pistons. And then i saw Nivlac57 videos of twin turbo 4200... and .. even with the turbos... still cheaper than a Lt4 hp fuel pump/injectors l8t engine built. so my mind is trouble.. for a daily driver that will cross canadian rockies every couple weeks matched to a 6l80e and a 4x4. will see what 2024 bring and if I stay with a v8 or go i6.
I have 5 Ford 300s. I've driven trucks with the 360 FE, 302, International 345, 7.3 IDI turbo, 7.3 Powerstroke (both obs and super duty), multiple 5.4s, a 6.8 v10, multiple 6.2 gassers, AMC 4.0, GM 4.3, and probably a few others. The 300, while being slower than everything but the 5.4, would still have no trouble doing the work that the other engines are capable of. I had run my 1986 300 almost completely out of oil and it didn't complain, still runs with no concerning noises. I'm certainly biased but the 300 has given me no reason to question its capability or reliability, even when I exceed the GVWR of the truck.
My buddy has a '79 XJ6 that had the 350 sbc swap done but the heads were cracked...we were getting ready to install my 327 when his wife showed up with a Jaguar V-12! ( it's 327cid too). We decided to ditch the SU carbs for dual quads but after a few beers we determined that if 3 deuces were cool, 4 will be awesome so I modified the intakes for a set of downdraft Rochester 2GC's instead of the torturous sidedraft setup. The problem now is I have V12 envy and a sick plan for a pair of Atlas 4200's side by side, nose to tail geared together forming what I call a "U12" for my '76 CJ5. I'll fab a manifold between the conjoined motors for a huge Swietzer turbo to sit on, hanging out in the wind right through the middle of the hood. I say a prayer every night to Our Mother of Blessed Acceleration that this crazy dream doesn't turn into a nightmare... To answer the question, I do love the sound of the AMC 258 in my CJ7, so if one I6 is good then two will be 516" of hell yeah!. =^.^= ©2023
I’m definitely more of a V8 engine fan and I own a 2019 Chevrolet Corvette C7 Stingray with the LT1 6.2L V8 and I love it with all my heart. I also do love in-line 6s as well, but mostly for Diesel engine applications. For gas I choose V8. For Diesel I choose in-line 6. I also want a 15.2 L Caterpillar C15 in-line 6 Diesel engine for my dream RV bus. Also, you’re my hero!!!!! Thank you so much for keeping the internal combustion engine alive and I encourage you to keep doing so and fight against the tyrannical government bullies forcing electric vehicles down our throats. Gas and Diesel RULE!!!!!
good video.
Mercedes and BMW made some really nice in line 6s in the early 90s that you should possibly look at.
Very nicely presented! I knew most of the physics, but you added some nuances I wasn't aware of, particularly around block construction... To be contrary, my favorite engine sound is an inline 5!
More power to you my friend!
I love my 4200 in my trailblazer but nothing like my sbc in my 68 RS/SS Camaro it will always be my favorite cause it’s what I grew up with.
You can’t even compare them like that 😂🤣
@@-thebatman- Yeah I can. I still own them both. Welcome to America.🤣
@@Thumper68 literally makes no sense comparing an suv to a muscle car. That’s like saying I like my Lamborghini suv but not as much as my Bugatti. Makes no dam sense lmfao.
@@-thebatman- I’m comparing engine platforms 🤦🏻♂️
@@Thumper68 but they’re in two totally different applications.
I prefer the rumpidy idle sound of a V8 cuz Im an old classic BUT an Amera Berra in a 70s Dodge Duster could easily be called a SCREAMIN' DEMON and it would sound like it too. 😂
I had a 2002 chevy trailblazer new. I was told, back in the day, I should turbo it and have a sleeper. Some forced induction specialist told me this back in 2003. Should have listened to him back in the day. Good news is, today these vehicles and parts are cheap because nobody knows their potential.
Neither one is "Better" but depending on your chassis, one will have more benefits. In my truck I did a rear-mount gas tank, so going V8 let me get some nice symmetry and light weight. I could have kept the mid-mount gas tank, but that would have required custom headers that go outside the frame rails, which means mandatory side-exit exhaust
-- I did a VVT deleted coyote that turned out pretty awesome. Only 5 wires to hook up. DBW connector, 1 cam sensor, 1 crank sensor, 1 knock sensor bundle, and then the injector/ignition loom can be bundled together to the holley ECM. The problem was, this setup costs twice as much as an LS.
-- I'm designing a modernized Duesenberg J with IFS and am setting it up to use an inline-6 for all of the reasons you mentioned, plus there's no header in the way of the steering column. I like the 4200 quite a bit for those exact reasons.
inline 6 is the king of sound
Over here in Germany the Vortec 4200 isn't really available. The Mercedes-Benz M104 is a good substitute though. Not particularly expensive these days and all problems are well known.
The Mercedes-Benz OM606 or OM648 are good diesel alternatives. The M57 from BMW is also extremely good.
Im still waiting on the
cadi north star engine. Boosted !
It's coming very soon
@@Calvin-Nelson good deal. I'm very interested to see how well it does
I've long been a six-in-a-row guy myself as both my brother and my buddy raced six cylinder Camaros back in the day. My buddy's best was an 11.18 in his '69 pulling 18" wheelstands running a 250 cid. stick shift car with two Holley 500 cfm 2-barrels. My brother's '67 car was also a 250 with two 350 cfm 2-barrels, but was an automatic and ran a little slower - mid 12's. That was 1971 with very crude tire and traction technology. Consistent traction was only a rumor unless the pro-stock guys showed up and sprinkled their gold "fairy dust" on the track...good times! The only good thing about being this old is that I actually witnessed history in the making. I saw many of the legends up close and personal! I have to agree that there is no sound quite like a healthy six at full song. Heard more than one competitor comment that it sounded like a nest of angry hornets!
That's awesome! I wish my twin would have joined the Camaro family but she belongs to the Mustang family 🥹. That's the only Mustang I'll give a pass for 😅
I have learned how to work on engines with old BMW inline 6s, it's a perfect middle ground for power and smoothness for if you wanna go NA or FI
My daily driver is a classic Nissan JDM with an RB25DE with a 5 speed stick.
Every day is a joy😁
GREAT INFO AND EVEN BETTER PRESENTATION . 4200 DOES SOUND COOL IN YOUR VIDEOS .
I like the sound of V8's with flat plane cranks best !
I always thought the inline 6 had perfect primary and secondary balance, Also the inlne 6 had 2 more main caps holding the crank shaft down than the v8 making the block stronger and more rigid.
They do have perfect primary and secondary balance. Properly balanced of course. But all inline sixes have a natural resonance frequency. Typically somewhere between 6 and 7k rpm. It varies between engine designs because of stroke, mass and overall length. Typically they are above the redline of stock engines. If the engine is modified for racing purposes and has a redline above the critical rpm it is not a problem. Just don't run the engine at the critical frequency for an extended period. There is a TH-cam channel called AMXJ. It has a series of interviews with a Jeep Powertrain engineer who did a lot of work on the 4.0. He was also involved in a 4.0 powered dragster. They had that spinning 9k thru the traps. And that's with pushrods and a non crossflow head. And a stock oil pump iirc.
Great video ! Thank you ,I learned a lot; One thing though, it's "oil galley" not 'gallery" (unless your engine is festooned with miniature works of art) :)
Well, I'm an AMC/Jeep guy, sssoooo yeahhhhhh..... I6, lol.
Back in the '70's an acquaintance had a CJ-5 factory 304 V8 that he swapped a Javelin 401 into... In 4W High it would jump off the ground in a drag-style start☺
Have you seen the performance crate engines for jeeps? 280hp inline 6 for a little over 4K. When my XJ blows up I wanna get one to replace it. 280hp in a 3k pound vehicle would be very quick for a jeep.
@@jamescarter6318 Yep, actually having a 4.0 block bored and machined now for one, lol.
@@rustygehl that's awesome man. What is it going in? I call my Cherokee my golf cart because the interior is stripped and the doors are off, weights probably 28-2900 pounds.
@@jamescarter6318 In an 89 YJ, so pretty light as well.
There is a new vid with a 1k+ HP Stroker with blow through carb turbo'ed, look up Newcomer Racing. Too crazy for my blood, but freaking sweet!!
The problem with v8 burble is it has been done to DEATH. Just like Jeeps, Mustangs, Harleys…with repetition, builds lose enjoyability
Line for high rev, V for better torque...
Everyone thought I was nuts back in '00 when I dropped a 292 into my '69 C20, that pretty near bone stock I6 went on to trounce a number of V8s with many thousands of dollars into them, both in 1/8 mile drags and in pulling applications. Sadly the stock head was not up to the task of such extreme and repeated abuse, ended up cracking between #4 exhaust port and a head bolt, I was never able to source a good one and ended up scrapping that still good short block several years later😢.
I really enjoy your videos brother. If I knew how to fabricate I would Def put a 4200 into my Crown Vic. But since I can't I am doing a Ls3 swap in her instead.
Sounds like an awesome project to me!
I like both. For me, it's just a question of what it goes into. Do you have a long engine bay, or a wide one? Front steer, or rear steer? Just find a good engine that fits, with a sump that's at the right end. Bonus points if the hot side is on the passenger side, so you don't have to boil your brakes, or route your exhaust around your steering. And if you like pain; get a turbo v12.
I can't choose. I can't choose. I love all 3. I've done boosted LS already. Boosted LT should be super easy. I want to do a boosted 4200...
Lol even though I can tell you're trying very hard your bias of the 4200 is showing 😂... You can tell how much more you like it just by how you talk about its shortcomings.. great video though.. if i could afford a jz id have probably jumped on that bandwagon....but i like being different and been following some of your 4200 builds since I first heard ..
For years, the default swap option for a 1st gen Chevy Colorado has been an LS V8.
However, thanks to some brilliant ppl over the last 4 years, it's now possible for the 4.2 I6 to be a cost effective solution
Some of the Colorados and Canyons were available with a 5300 Vortec V8.
@@tskraj3190 only from 2009 to 2012. And they go for a much higher price.
You'll find way more swapped trucks
Will you get the Northstar running?
Yes
l6 or v8?
Me personally I like to stack 2 l6
AKA a v12😏
(Which I’m building one currently)
sound, 6s better than V8s IMHO. I don't care if it is a 911, M3, etc. Now V8s are cool but yeah you really do need that fancy exhaust to make them sounds near as well, and most are not interested in doing that work. All in all I like the stuff you are doing, and how you plan things out. I am not a straight line guy but there are still things to learn. I recently lost my S54 and have not had the time to find out why exactly, conrod ejected :(. :(!!!!! they aren't making them anymore either. So I am very said that this occurred. Northstar? Some of the V8 vs I6 stuff is fluff in the personal opinion space. But some for sure is not. In the end the V8 can be more complicated for sure, and the ability of the LS to do what it does in an old fashioned way is stupendous. Note the C8 motor... the reality is that is what it takes for HP/Liter, or mid engine vs front. Some things are just so
I love my low power Ford 300 cubic inch inline 6
Another great video!
Hey Bro. Really enjoyed your very informative vid. I too love the good old inline six. Great simple reliable engine. Unfortunately the sound I love is the mighty V8. However I have more Sixes than Eights. Love em..
I currently own three cars, a 6.0 LS engined car, a 2.5 inline 6 (BMW N52) and a 3.0 Subaru flat 6. The BMW engine is the most smooth of all, the Subaru is a close 2nd, and the LS is the least smooth. I love them all and their own unique characteristics.
6:41 you almost have a point but it's not the bottom end that limits RPM in an I6 its the camshaft, they dont like much more than 8500rpm, the bottom end well ballanced should do 10kRPM.
and a crossplane V8 don't like going above 7500 rpm ..
I have a 2006 Trailblazer. I am beginning to plan a total restore. I would like to rebuild the 4200 and 4L60 E to 500hp level. What is a good $$$ estimate to budget for this goal?
Perfomabuilt or similar would be the guys to talk to about that.
4200 is ready to rock as is. The trans, I don't know.
Hey Calvin, is there a written resource for the parts that you would recommend for a performance 4200? Say 500 ish Turbo HP.
sites.google.com/view/vortec4200wiki/power-matrix?authuser=0
Thank you Calvin!
@@richardlekawa850 No problem bud!
I really prefer/want to hear the sound of a twin turbocharged LH2 revving to 8500 RPM's. And will do 7000, like it's no big deal, and run there like that's where it likes to be at.
It's coming
A list of big inline six:
Ford barra
Nissan tb48
Toyota 1fz-fe
Yep
As a person looking just for an engine for a project. Which one is more approachable on a ease of getting it to run?
V8. There is just so much more support out there.
I own one of the weird v8 engines. Its a yamaha b8444s in my xc90.
This guy is pretty good, he should build cars or something
Lol! Yeah. You're right... Man if only he knew how...
I like the sound of the I6 especially when its underestimated because its an I6, annoys me when you hear folks say….only sounds right when its a V8 or only men have Vee8s and other dumb stuff to justify their feelings…i appreciate anything that makes 100hp per cylinder or more and some 4cyls are 300hp+ per hole so cant argue with success regardless of engine brand or size at that power level.
Yep. Agreed
The BMW 635csi Group A car is one of my favourite race cars, it sounds so good! The RB20 in the Skyline HR31 GTS-R sounds pretty epic too!
I wanna see you do something crazy so here we go. I wanna see 2 4200 put in line hooked together like a tractor puller. But in a car
Boyd Cottington tried to do that in a Deusenburg