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·http://wardsauto.com/vehicles-amp-technology/chrysler-v-6-shines-both-cars-and-trucks
Supplied without comment
Supplied without comment
This is the part that impresses me the most.The only significant differences between the Ram truck Pentastar and most other versions are its intake manifold, oil pan and front cover; all driven by packaging needs. “The Pentastar goes into 13 different vehicle lines,” Gorgas says. “We're able to get by with only two different intake manifolds, one for Ram truck and Wrangler, the other (with a different throttle body location) for all other applications.”
but the A/LA B/RB still had different dressings as well. each body had its own exhaust manifolds, oil pans, etc for each engine, and for each performance variant of certain engines.TWX said:This is the part that impresses me the most.
I am impressed that the same engine is in nearly all vehicles, but it's not exactly the first time this happened. The days of the G/RG, LA, and B/RB come to mind. On the other hand, with stronger emissions requirements and stronger fuel economy requirements it's welcome that they've managed to make this so.
True, though with no FWD application, generally it was just a matter of a truck/van oil pan or a car oil pan, or exhaust manifolds for an A-body, a B or C body, or a truck or van, all definitely bolt-on stuff as far as packaging itself is concerned, as opposed to how the intake manifold is a little bit more involved in the long block.fargo59 said:but the A/LA B/RB still had different dressings as well. each body had its own exhaust manifolds, oil pans, etc for each engine, and for each performance variant of certain engines.
example 383 had 3 or 4 different 'trims' for some years, depending on cam, heads, manifolds, and carburetor setup. this now has simplified immensely over those days.
I really enjoy reading stuff like this.Trailduster45 said:Also seems to answer some questions some had on here about why they don't use DI.
You know him?JTE said:Best part of the article;
"Pentastar chief engineer Steve Gorgas"
Steve was a key player in the development and continuous improvement of the HEMI.
right, but there was 383-2, 383-4, 383-hi po (magnum/super commando) and so forth. open chamber and closed chamber heads, different cams, manifolds, and so much more than just oil pans.TWX said:True, though with no FWD application, generally it was just a matter of a truck/van oil pan or a car oil pan, or exhaust manifolds for an A-body, a B or C body, or a truck or van, all definitely bolt-on stuff as far as packaging itself is concerned, as opposed to how the intake manifold is a little bit more involved in the long block.
I've heard that the 3.5L V6 had different ears and bosses and the like cast as part of the block depending on orientation.
I've never owned a HEMI, but I friggin' love the 3.6 in our Caravan.JTE said:I've worked with Steve off and on going back to the pre JTE gen 1 Neon / 2.0 L program. He is a very competent engineer and it would not surprise me to see him fill Bob Lee's shoes one day.
It did, but it wasn't the Chrysler variants that got it. The Thundershark re-developments would apppear to answer most of the original objections. The marriage of MultiAire and DI and forced induction, which was designed in, in anticipation, into the World engines, wlll lead to HCCI implementations sooner or later. In contrast, Ford had to replace all its Duratec generation with blocks and bottom ends strong enough for Ecoboost. .unverferth said:It's just too bad that kind of engineering didn't go into the World Engines.