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#1 |
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So, I'm just gonna drop this right here and see what happens...lol
https://www.motortrend.com/how-to/bl...e=linkin.bio:D
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#2 |
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A big N/A 4 cyl based on the 7000+rpm LS7 doesn't sound like a terrible thing...and who knows, maybe there will be an aluminum block version?
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#3 |
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I'm just going to drop this right here and see what happens...lol
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#4 |
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Imagine the vibrations, must be quite brutal. Fun idea anyway
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#5 |
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The Blueprint/LS motor has real packaging advantages that other 4 cylinder motors don't, being based on a 2 valve pushrod motor. Plus it'll accept GM pattern accessories and transmissions, so that's another big point for it. I wonder if the block and sump are designed to be canted at all, which would further reduce engine height. Obviously 3.6 liters is a helluva big 4 cylinder so it's clearly going to have secondary vibrations, but I don't think anyone would have expectations otherwise. But if they're getting 340 horsepower out of ~216 cubic inches, the the motor HAS to be able to rev...it can't be a low rpm tractor motor...you have to move some air to make those numbers with that displacement. I don't know how they've done it, but I can't wait to see it on a dyno...that will really tell the whole story.
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#6 |
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Gonna be a torque monster! If it fits say bye to the K24 swaps
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#7 |
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Lol...no more torque dip.. ![]()
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#8 | |
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I don’t think there is anything magical here or innovative. Just a lot of vibrations. ![]() ![]()
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#9 |
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LS3 (all LS...) heads are far shorter than the height of any overhead cam cylinder head, even with their tall cathedral ports. No camshaft, no lifters, no chain/belt/sprockets/actuators, etc. The valve cover is essentially flat, and the coils can be relocated anywhere under the hood. The block has a ~9" deck height so that's pretty cut and dry. The big question is what the sump arrangement is like. And that's all if the motor is totally vertical...if it can be canted at all, it'll be even shorter. Yes, it's a chunky block compared to other 4 cylinder motors because of bore size and cam in block, but it's still shorter lengthwise than an LS V8, and there will be acres of room on the sides.
The article IS written rather confusingly...it seems to imply that with the LS head in NA form, it's making 340 horse. Then they're talking about since being an iron block, it'll be compatible with power adders, so I assume that's where the 500lb/ft torque number came from. Like I said, I want to see one running on a dyno at full pull, and then I think the picture will become much clearer.
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#10 | |
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Weight wise, there is the iron block, which is heavy, but there is some reduction in the mass of the heads. There is reduced weight going from four to two valves and from two cams to one cam, but then it is necessary to add valve rods and lifters. Being interchangeable with existing LS heads is cool, but the exhaust manifolds, intake manifolds, accessory belt components, etc won't be compatible. Losing the balancing shafts in the K24 when switching to the RSX Type S oil pump really makes the engine shake, so I'm curious what this engine would look like at 3.6L. Comparing the K20C1 in the CTR vs K20C4 in the Accord, Honda added balancing shafts to the Accord, so again, I'm curious how bad this thing would vibrate. I think what I would really like to see is this side-by-side with a DOHC 3.6L VR6. Again, I don't think the dimensions of this blueprint motor would be incredibly different than say the VR6 such that the Blueprint motor would be able to fit where the other wouldn't. It would potentially allow larger turbo turbines.
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#11 | |||
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Quote:
You also said that packaging for the OHV motor will be worse than a DOHC motor. But then you say we don't need anything more compact than a K24. Look, obviously this is a big displacement 4 cylinder motor. A big bore size really doesn't matter much in this application, dimensionally speaking, but a big stroke does. That's where the compact advantage of an OHV head comes into play. Again, I'm not sure what the sump configuration will be like, but from the crank centerline to the top of the valve cover, my money is on the GM motor being shorter overall than a K24. More room has obvious advantages in the world of engine swaps. Quote:
Also, there's a whole world of 3+ liter 4 cylinder motors out there that just aren't in production automobiles because they don't meet the design goals for appealing to the average drone who buys a Buick Century or Toyota Camry and doesn't want to feel the additional vibration of a big 4 cylinder. OMC/Mercruiser have made boat 4 cylinder motors between 3 and 3.7 liters from the 1960s all the way through to 2000, some of which were simply half of a big block Chevrolet or Ford motor. And while they weren't hitting 7000 rpm, they were still 5000+ rpm motors, limited mainly by their head design (they used the same GM oval and peanut port BBC heads, and Ford truck 460 heads). Yes, they vibrate a bit. No, it doesn't feel like it's a dump truck motor. Quote:
And more importantly, this isn't a case of seeing a motor laying in a junkyard and thinking "I wonder if that'll fit?". This is a motor being designed and offered by one of the largest crate engine manufacturers in the country (if not the world), with the sole intent of being used as a swap motor. Tight external dimensions are already a primary consideration, as well as how the engine actually runs. They're not going to offer the motor if it shakes like a road compactor...they already know nobody will buy it. But they also know that someone doing an engine swap isn't as concerned with some extra vibration as a soccer mom going to the grocery store. It's made for people who LIKE engines, and like to feel them and hear them. It's intended for enthusiasts. Again, I'm still waiting to see it run in real life at WOT on a dyno, and a full spec sheet listing dimensions and that sort of thing, but I think it's easily as promising as any other swap that's been tried.
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#12 | |||||
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#13 |
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So far I havent seen a single engine option thats better than the K24 in terms of weight, power potential, aftermarket support and reliability.
Maybe a Ford Duratec would be close, but nowhere near the r&d thats been done for the K swap. |
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#14 | |
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Over here the engine with most after market is probably a Volvo B23 series engine, and other Volvo engines. They've been swapped into everything , and heaps of cheap parts available for high hp builds. ![]()
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