Buick's V-6 Heritage
buickshoprat
01-25-2004, 04:10 PM
This web-site raised my "outside" interest in the 3800 V-6, which we build at Flint's V-6 Engine Plant so I got ambitious today and dug through all the factory build books & publications that I received at the various meetings I've attended over the years.
Here's one that was passed in 1994 as we were "ramping up" for the Series II production that I thought someone might find interesting.
EDITORS: In connection with the introduction of the 3800 Series II V-6 in the 1995 Riveria and Park Avenue, this review of Buick's V-6 heritage may be helpful.
FLINT, Mich. - Buick Motor Division, an engine pioneer from its beginning in 1903, has had a leading role in the development of one of the world's most popular engine configurations -- the V-6.
Buick's reputation as an engine innovator dates to its development of the powerful and efficient "valve-in-head" powerplant even before it began to produce automobiles in 1904.
Between 1908 and 1910, Buick's racing team won more than 500 trophies.
Later, Buick won acclaim for its "Fireball" straight and V-8 engines. But for 1962, Buick shifted direction. The first U.S. mass-produced V-6 appeared in the 1962 Buick Special -- named Motor Trend Magazine's "Car of the Year."
After several years of production, the V-6 was dropped in 1967 -- a casualty of the muscle-car era. But after the Arab oil embargo of late 1973, Buick re-introduced its V-6 and promoted it with enthusiam because of its combination of fuel economy and performance.
A revitalized V-6 appeared first in the 1975 Skyhawk, and by 1976 powered the full-size LeSabre. A smoother, even-firing version appeared in the '77 LeSabre.
In 1976, the Buick Century that paced the Indianapolis 500 was the first such pace car with a V-6 -- a turbocharged version that led to production turbo V-6's two years later.
Buick's 1979 Riveria S-Type, with a turbo V-6, was another winner of the Motor Trend "Car of the Year" award.
A naturally aspirated 4.1-litre V-6 powered the 1981 Indy 500 Regal pace car and a highly sophisticated twin-turbo V-6 was used in the Riveria convertible that paced the '83 Indy 500.
Buick powered racers twice won the Indy 500 pole position in record times with stock-block V-6's, in 1985 (Pancho Carter in 212.583 mph, with Scott Brayton second in another Buick V-6) and 1992 (Roberto Guerrero in 232.482).
And Buick engines in recent years filled as many as 12 of the 33 Indy 500 qualifying positions (1992) -- with a third place by Al Unser Sr. in 1992 the best Buick finish. Buick V-6's today power all Indy Lights race cars.
Among production cars, the turbocharged 3.8-litre V-6 Regal Grand National of 1986 and '87 and the '87 GNX were often described by auto writers as the quickest American cars of those years. And by the late 1980's, the "3800" V-6 (the new designation for the 3.8 beginning in the '88 model year) was being continually improved.
A 205-horsepower supercharged 3800 first appeared late in the 1991 model year in Buick's flagship sedan, the Park Avenue Ultra, and became Ultra's standard powerplant for 1992. The supercharged 3800 V-6 used in the 1995 Ultra is rated at 225 horsepower.
The evolution of the V-6 began around 1960. General Motors engineers were finishing work on an aluminum V-8 for a new line of small cars, which would include the 1961 Buick Special.
"It became apparent that this new V-8 was going to be quite expensive," recalled Clifford G. Studebaker, who was an engineer in Buick's Advanced Engine Design Group at that time. "However, the economy was sluggish and people wanted lower-priced cars."
Joseph D. Turlay, director of Buick powerplant activities, who had led the development of the Buick V-8 of 1953 and prepared the aluminum V-8 for manufacture, had an idea. He told Buick General Manager Edward D. Rollert that he could quickly produce a successful V-6 for the '62 Buick Special.
When Rollert questioned him, Turlay confidently said he had it all worked out on paper.
"So we started in 1960 developing a V-6" said Studebaker. "We took the new V-8 and left two cylinders out. Of course we made up a new camshaft and crankshaft, and worked out a new firing order. It turned out to be a good engine."
The new V-6, made out of cast iron rather than the more expensive aluminum, first appeared in the 1962 Special, which had a base price of a modest $2,101. This first-generation Buick V-6 displaced 198 cubic inches (3.2 litres) and was rated at 135 horsepower using the optimistic rating methods of the day.
The 1962 Buick V-6 was an odd-firing engine -- the placement of the crank pins meant cylinders fired at uneven intervals. "It had a personality all its own," Studebaker recalled. "It did a little dance at idle."
Though the new V-6 was successful, it was soon left behind by the boom economy of the mid-1960's, and by the horsepower race that swept through the car business. Customers wanted big-block V-8's, displacing 400 cubic inches or more, not thrifty V-6's.
So after the 1967 model year, the tooling for the V-6 was sold to Kaiser, which moved to Toledo to build engines for Jeeps.
Then came the oil crisis of 1973, bringing soaring fuel prices and long lines at the gas pump. Suddenly, fuel economy was in demand. Said Studebaker: "I got a call from my boss, and he wanted to know where the V-6 tooling was. He wanted to know if we could build V-6's again."
To see if reviving the V-6 made sense, Buick engineers bought one of the original V-6's from a junk yard, rebuilt it, and installed it in the current small Buick, the Apollo. "We drove it," said Studebaker, "and we thought it was a pretty good job."
Buick repurchased the engine production equipment early in 1974 from American Motors, which by then was owned by Kaiser. Employees at Factory 36 in Flint (now GM Powertrains Flint V-6 plant) quickly chipped out the concrete that had poured over the old foundations it had been removed from seven years earlier.
A revitalized V-6 first appeared in the 1975 Buick Skyhawk. It displaced 231 cubic inches (3.8 litres) and was rated at 110 horsepower.
To make the V-6 more attractive, engineers developed a smooter, even-firing version, then added a new motor mount system designed to further isolate engine shake.
The first even-firing version of the 3.8 litre V-6 appeared in the 1977 Buick LeSabre. In 1978, all 3.8-litre V-6's switched to the even-firing design. "That made it a very good engine," Studebaker said.
The 1978 model year also saw the first production turbocharged 3.8-litre V-6 (following the 1976 Indy 500 pace car), a program that culminated in 1987 with the 245-horsepower turbo V-6 for the Buick Regal Grand National and 276-hp for the limited-edition GNX (some sources have unofficially rated the GNX engine as close to 300 hp).
As for the basic 3.8, it was refined year after year. Fuel injection replaced the carburetors, roller lifters and other friction-reducing technology were incorporated and a balance shaft was added to damp the last traces of V-6 shake.
By the early 1990's the old Buick V-6 had evolved into one of the best engines in GM's powertrain lineup, used by four GM divisions in mid-size cars, full-size cars, luxury cars and minivans.
The newest 3800 version, the Series II, will continue this evolution well into the future.
It has, we are currently building the Series III version................
Jack
Here's one that was passed in 1994 as we were "ramping up" for the Series II production that I thought someone might find interesting.
EDITORS: In connection with the introduction of the 3800 Series II V-6 in the 1995 Riveria and Park Avenue, this review of Buick's V-6 heritage may be helpful.
FLINT, Mich. - Buick Motor Division, an engine pioneer from its beginning in 1903, has had a leading role in the development of one of the world's most popular engine configurations -- the V-6.
Buick's reputation as an engine innovator dates to its development of the powerful and efficient "valve-in-head" powerplant even before it began to produce automobiles in 1904.
Between 1908 and 1910, Buick's racing team won more than 500 trophies.
Later, Buick won acclaim for its "Fireball" straight and V-8 engines. But for 1962, Buick shifted direction. The first U.S. mass-produced V-6 appeared in the 1962 Buick Special -- named Motor Trend Magazine's "Car of the Year."
After several years of production, the V-6 was dropped in 1967 -- a casualty of the muscle-car era. But after the Arab oil embargo of late 1973, Buick re-introduced its V-6 and promoted it with enthusiam because of its combination of fuel economy and performance.
A revitalized V-6 appeared first in the 1975 Skyhawk, and by 1976 powered the full-size LeSabre. A smoother, even-firing version appeared in the '77 LeSabre.
In 1976, the Buick Century that paced the Indianapolis 500 was the first such pace car with a V-6 -- a turbocharged version that led to production turbo V-6's two years later.
Buick's 1979 Riveria S-Type, with a turbo V-6, was another winner of the Motor Trend "Car of the Year" award.
A naturally aspirated 4.1-litre V-6 powered the 1981 Indy 500 Regal pace car and a highly sophisticated twin-turbo V-6 was used in the Riveria convertible that paced the '83 Indy 500.
Buick powered racers twice won the Indy 500 pole position in record times with stock-block V-6's, in 1985 (Pancho Carter in 212.583 mph, with Scott Brayton second in another Buick V-6) and 1992 (Roberto Guerrero in 232.482).
And Buick engines in recent years filled as many as 12 of the 33 Indy 500 qualifying positions (1992) -- with a third place by Al Unser Sr. in 1992 the best Buick finish. Buick V-6's today power all Indy Lights race cars.
Among production cars, the turbocharged 3.8-litre V-6 Regal Grand National of 1986 and '87 and the '87 GNX were often described by auto writers as the quickest American cars of those years. And by the late 1980's, the "3800" V-6 (the new designation for the 3.8 beginning in the '88 model year) was being continually improved.
A 205-horsepower supercharged 3800 first appeared late in the 1991 model year in Buick's flagship sedan, the Park Avenue Ultra, and became Ultra's standard powerplant for 1992. The supercharged 3800 V-6 used in the 1995 Ultra is rated at 225 horsepower.
The evolution of the V-6 began around 1960. General Motors engineers were finishing work on an aluminum V-8 for a new line of small cars, which would include the 1961 Buick Special.
"It became apparent that this new V-8 was going to be quite expensive," recalled Clifford G. Studebaker, who was an engineer in Buick's Advanced Engine Design Group at that time. "However, the economy was sluggish and people wanted lower-priced cars."
Joseph D. Turlay, director of Buick powerplant activities, who had led the development of the Buick V-8 of 1953 and prepared the aluminum V-8 for manufacture, had an idea. He told Buick General Manager Edward D. Rollert that he could quickly produce a successful V-6 for the '62 Buick Special.
When Rollert questioned him, Turlay confidently said he had it all worked out on paper.
"So we started in 1960 developing a V-6" said Studebaker. "We took the new V-8 and left two cylinders out. Of course we made up a new camshaft and crankshaft, and worked out a new firing order. It turned out to be a good engine."
The new V-6, made out of cast iron rather than the more expensive aluminum, first appeared in the 1962 Special, which had a base price of a modest $2,101. This first-generation Buick V-6 displaced 198 cubic inches (3.2 litres) and was rated at 135 horsepower using the optimistic rating methods of the day.
The 1962 Buick V-6 was an odd-firing engine -- the placement of the crank pins meant cylinders fired at uneven intervals. "It had a personality all its own," Studebaker recalled. "It did a little dance at idle."
Though the new V-6 was successful, it was soon left behind by the boom economy of the mid-1960's, and by the horsepower race that swept through the car business. Customers wanted big-block V-8's, displacing 400 cubic inches or more, not thrifty V-6's.
So after the 1967 model year, the tooling for the V-6 was sold to Kaiser, which moved to Toledo to build engines for Jeeps.
Then came the oil crisis of 1973, bringing soaring fuel prices and long lines at the gas pump. Suddenly, fuel economy was in demand. Said Studebaker: "I got a call from my boss, and he wanted to know where the V-6 tooling was. He wanted to know if we could build V-6's again."
To see if reviving the V-6 made sense, Buick engineers bought one of the original V-6's from a junk yard, rebuilt it, and installed it in the current small Buick, the Apollo. "We drove it," said Studebaker, "and we thought it was a pretty good job."
Buick repurchased the engine production equipment early in 1974 from American Motors, which by then was owned by Kaiser. Employees at Factory 36 in Flint (now GM Powertrains Flint V-6 plant) quickly chipped out the concrete that had poured over the old foundations it had been removed from seven years earlier.
A revitalized V-6 first appeared in the 1975 Buick Skyhawk. It displaced 231 cubic inches (3.8 litres) and was rated at 110 horsepower.
To make the V-6 more attractive, engineers developed a smooter, even-firing version, then added a new motor mount system designed to further isolate engine shake.
The first even-firing version of the 3.8 litre V-6 appeared in the 1977 Buick LeSabre. In 1978, all 3.8-litre V-6's switched to the even-firing design. "That made it a very good engine," Studebaker said.
The 1978 model year also saw the first production turbocharged 3.8-litre V-6 (following the 1976 Indy 500 pace car), a program that culminated in 1987 with the 245-horsepower turbo V-6 for the Buick Regal Grand National and 276-hp for the limited-edition GNX (some sources have unofficially rated the GNX engine as close to 300 hp).
As for the basic 3.8, it was refined year after year. Fuel injection replaced the carburetors, roller lifters and other friction-reducing technology were incorporated and a balance shaft was added to damp the last traces of V-6 shake.
By the early 1990's the old Buick V-6 had evolved into one of the best engines in GM's powertrain lineup, used by four GM divisions in mid-size cars, full-size cars, luxury cars and minivans.
The newest 3800 version, the Series II, will continue this evolution well into the future.
It has, we are currently building the Series III version................
Jack
buickshoprat
01-25-2004, 05:23 PM
Here's a timeline that was included with the above information, which was passed out in 1994.
90 Degree V-6 Buick Engine History
1960 Started development of 90-degree V-6 concept derived from 215-cubic-inch aluminum V-8.
1962 First production year -- 198-cubic-inch cast iron V-6 in 1962 Buick Special (Motor Trend "Car of the Year")
Also first application of cast connecting rod in GM.
1964 Displacement increased to 225 cubic inches with larger bore diameter.
1967 Terminated production at end of model year because of demand for performance and low sales. Tooling and design sold to Kaiser.
1973 Arab oil embargo created urgent need for fuel economy. Buick reconsiders V-6.
1975 Re-introduced V-6 as 231-cubic-inch with larger bore in 1975 Skyhawk. Featured cap screw rod, updated valvetrain and new emission control.
1976 Provided turbocharged V-6 for Buick Century Indianapolis 500 pace car; naturally aspirated V-6 in full-size LeSabres.
1977 Developed and introduced even-firing 90-degree V-6 with split-pin crankshaft.
1978 Offered turbocharged engine option. Provided 3.2-litre small displacement with smaller bore diameter.
1979 Increased power with larger "free-breathing" heads and valves. First front-wheel-drive Buick in 1979 Riviera. The S-Type has a Buick turbo V-6 and is named Motor Trend "Car of the Year."
1980 Added larger displacement 4.1-litre, 4-barrel carburated engine for Electras and Rivieras.
1981 Naturally aspirated 4.1-litre V-6 powers Buick Regal Indy 500 pace car.
1982 Developed 3.0-litre version for intermediate vehicles.
1983 Twin-turbo V-6 powers Buick Riviera convertible Indy 500 pace car.
1984 Introduced first domestically built multi-port fuel injection V-6 engine. Also introduced direct fire ignition on turbocharged V-6.
1985 Provided reduced package size V-6 of 3.0-litre displacement with crank-driven gerotor oil pump, single-belt accessory drive, lower deck height block, precision block machining and direct-fire ignition for intermediate vehicles. Buick Motorsports V-6 wins pole position at Indy 500 (Pancho Carter in stock-block record of 212.583 mph; Scott Brayton second in front row in another Buick V-6.)
1986 Upgraded 3.8 to roller lifters for friction reduction and sequential fuel injection. Intercooler now used on turbo V-6 in Regal Grand National and Regal T-type.
1987 Specially engineered turbo 3.8-Litre V-6 powers limited-edition GNX (aftermarket edition of Regal Grand National.) GN and GNX both clocked in under five seconds for 0-60 mph in unofficial magazines tests.
1988 Introduced 3800 precision engine with banace shaft, direct impingement fuel injection targeting, lightweight, low-friction pistons, lower ring tensioner, high-resolution quick-start ignition and digital exhaust-gas recirculation.
Holden introduced 3800 V-6 engine in Commodore, selected "Car of the Year" in Australia.
1989 Introduced new 3300 low-deck design replacing 3.0 engine. Retains small engine packaging size with low friction roller lifters, low friction pistons, flangeless head gasket, direct impingement injectors, no exhaust gas recirculation and precision starter.
1990 1/2 Introduced 3800 with tuned port injection, improved manifold tuning, composite rocker covers and several reliability improvements along with increased torque and horsepower.
Horsepower up 5 to 170; torque up 10 lb-ft to 210.
1991 Introduced 205-hp supercharged 3800 engine in late 1991-model Park Avenue Ultra. It becomes standard engine in 1992 Ultra.
1992 Roberto Guerrero wins Indy 500 pole with Buick Motorsports V-6; 12 Buick V-6's in 33-car field; Al Unser Sr. finishes third, which is best-ever Buick Indy 500 finish.
1993 Introduced 3800 V-6 with increased compression ratio, roller rocker arms, composite upper intake manifold and lower piston ring tension.
1994 Introduced Series II 3800 V-6 as standard in 1995 Buick Riviera. Supercharged 3800 in 1994 Park Avenue (optional in 1995 Riviera) boosted 20 hp to 225 hp. Torque increased 15 lb-ft to 275 lb-ft at 3200 rpm.
I just want to add this about the Grand National for the "younger" generation out there that may not have heard this.
We got a big kick out this news at the factory.
Back then, the FBI was searching for an undercover vehicle that could "run" with the high performance cars used by a lot of the drug dealers, Ferrari's & the like.
During tests, the GN blew the doors off of the Corvettes, and everything else for that matter, which really ticked Chevrolet off!
Imagine that, a Buick kicking a Vette's butt!!
They vowed that this would never happen again so they went to work on the Vette and brought it up to speed, no pun intended!
Jack
90 Degree V-6 Buick Engine History
1960 Started development of 90-degree V-6 concept derived from 215-cubic-inch aluminum V-8.
1962 First production year -- 198-cubic-inch cast iron V-6 in 1962 Buick Special (Motor Trend "Car of the Year")
Also first application of cast connecting rod in GM.
1964 Displacement increased to 225 cubic inches with larger bore diameter.
1967 Terminated production at end of model year because of demand for performance and low sales. Tooling and design sold to Kaiser.
1973 Arab oil embargo created urgent need for fuel economy. Buick reconsiders V-6.
1975 Re-introduced V-6 as 231-cubic-inch with larger bore in 1975 Skyhawk. Featured cap screw rod, updated valvetrain and new emission control.
1976 Provided turbocharged V-6 for Buick Century Indianapolis 500 pace car; naturally aspirated V-6 in full-size LeSabres.
1977 Developed and introduced even-firing 90-degree V-6 with split-pin crankshaft.
1978 Offered turbocharged engine option. Provided 3.2-litre small displacement with smaller bore diameter.
1979 Increased power with larger "free-breathing" heads and valves. First front-wheel-drive Buick in 1979 Riviera. The S-Type has a Buick turbo V-6 and is named Motor Trend "Car of the Year."
1980 Added larger displacement 4.1-litre, 4-barrel carburated engine for Electras and Rivieras.
1981 Naturally aspirated 4.1-litre V-6 powers Buick Regal Indy 500 pace car.
1982 Developed 3.0-litre version for intermediate vehicles.
1983 Twin-turbo V-6 powers Buick Riviera convertible Indy 500 pace car.
1984 Introduced first domestically built multi-port fuel injection V-6 engine. Also introduced direct fire ignition on turbocharged V-6.
1985 Provided reduced package size V-6 of 3.0-litre displacement with crank-driven gerotor oil pump, single-belt accessory drive, lower deck height block, precision block machining and direct-fire ignition for intermediate vehicles. Buick Motorsports V-6 wins pole position at Indy 500 (Pancho Carter in stock-block record of 212.583 mph; Scott Brayton second in front row in another Buick V-6.)
1986 Upgraded 3.8 to roller lifters for friction reduction and sequential fuel injection. Intercooler now used on turbo V-6 in Regal Grand National and Regal T-type.
1987 Specially engineered turbo 3.8-Litre V-6 powers limited-edition GNX (aftermarket edition of Regal Grand National.) GN and GNX both clocked in under five seconds for 0-60 mph in unofficial magazines tests.
1988 Introduced 3800 precision engine with banace shaft, direct impingement fuel injection targeting, lightweight, low-friction pistons, lower ring tensioner, high-resolution quick-start ignition and digital exhaust-gas recirculation.
Holden introduced 3800 V-6 engine in Commodore, selected "Car of the Year" in Australia.
1989 Introduced new 3300 low-deck design replacing 3.0 engine. Retains small engine packaging size with low friction roller lifters, low friction pistons, flangeless head gasket, direct impingement injectors, no exhaust gas recirculation and precision starter.
1990 1/2 Introduced 3800 with tuned port injection, improved manifold tuning, composite rocker covers and several reliability improvements along with increased torque and horsepower.
Horsepower up 5 to 170; torque up 10 lb-ft to 210.
1991 Introduced 205-hp supercharged 3800 engine in late 1991-model Park Avenue Ultra. It becomes standard engine in 1992 Ultra.
1992 Roberto Guerrero wins Indy 500 pole with Buick Motorsports V-6; 12 Buick V-6's in 33-car field; Al Unser Sr. finishes third, which is best-ever Buick Indy 500 finish.
1993 Introduced 3800 V-6 with increased compression ratio, roller rocker arms, composite upper intake manifold and lower piston ring tension.
1994 Introduced Series II 3800 V-6 as standard in 1995 Buick Riviera. Supercharged 3800 in 1994 Park Avenue (optional in 1995 Riviera) boosted 20 hp to 225 hp. Torque increased 15 lb-ft to 275 lb-ft at 3200 rpm.
I just want to add this about the Grand National for the "younger" generation out there that may not have heard this.
We got a big kick out this news at the factory.
Back then, the FBI was searching for an undercover vehicle that could "run" with the high performance cars used by a lot of the drug dealers, Ferrari's & the like.
During tests, the GN blew the doors off of the Corvettes, and everything else for that matter, which really ticked Chevrolet off!
Imagine that, a Buick kicking a Vette's butt!!
They vowed that this would never happen again so they went to work on the Vette and brought it up to speed, no pun intended!
Jack
Hypsi87
01-26-2004, 11:55 AM
I had herd about the GN vette thing. I think that is one of the coolest stories in american auto history. Hey BuickShopRat, Thanks for the info. You learn something everyday. Hey if you could, can you list the differences between the series I NA/Series I turbo engine ( Grand National engine.) and the series II? I think I have a pretty good idea the differences between the two but, I just wanna see. Welcome to AF.
Thanks
Andy Filson
Thanks
Andy Filson
buickshoprat
01-26-2004, 04:37 PM
You're welcome Andy. A lot of politics goes on at the upper levels of GM and Buick has been paying dearly for the Vette "insult" since that time. That's one of the reason's you don't see a GN or GNX and probably never will, even though we've run engines down our line that get supercharger units that produce 280 hp. and could do much better if we had our say in the matter.
Are the any specific differences that you're looking for, as there are many. To sit down and cross reference all those parts would take some doing, some doing indeed!
I just posted about one major difference, the case height, in the thread deailng with turbo rods, which you may have already seen.
Jack
Are the any specific differences that you're looking for, as there are many. To sit down and cross reference all those parts would take some doing, some doing indeed!
I just posted about one major difference, the case height, in the thread deailng with turbo rods, which you may have already seen.
Jack
Hypsi87
01-26-2004, 05:48 PM
You're welcome Andy. A lot of politics goes on at the upper levels of GM and Buick has been paying dearly for the Vette "insult" since that time. That's one of the reason's you don't see a GN or GNX and probably never will, even though we've run engines down our line that get supercharger units that produce 280 hp. and could do much better if we had our say in the matter.
Are the any specific differences that you're looking for, as there are many. To sit down and cross reference all those parts would take some doing, some doing indeed!
I just posted about one major difference, the case height, in the thread deailng with turbo rods, which you may have already seen.
Jack
No no mojor differences just the major componets/compression raito/and other such stuff. Also I know that the series I engines were high nickel content. Are the noe series II's like that? You know one thing that I have noticed is that when ever GM has "Let go of the leash" for Buick to make a performance car, they have just blew the doors off of everything..... To bad GM can't look at it like we do and not turn it into some kind of peeing contest :rolleyes:
Are the any specific differences that you're looking for, as there are many. To sit down and cross reference all those parts would take some doing, some doing indeed!
I just posted about one major difference, the case height, in the thread deailng with turbo rods, which you may have already seen.
Jack
No no mojor differences just the major componets/compression raito/and other such stuff. Also I know that the series I engines were high nickel content. Are the noe series II's like that? You know one thing that I have noticed is that when ever GM has "Let go of the leash" for Buick to make a performance car, they have just blew the doors off of everything..... To bad GM can't look at it like we do and not turn it into some kind of peeing contest :rolleyes:
buickshoprat
01-26-2004, 08:22 PM
Andy, I just got back from the case dept., where I asked a guy I know back there that's been machining these parts for over 20 years about the nickle content.
He said that as far as he knows the rough casting material is the same as it's always been with the cutter performance unchanged since we switched over to the Series II. If the metal was harder or softer the tool change schedules would have been effected.
We even use the same foundry as we did back then.
We also got to talking about the changes in the cases since we switched over to the Series II, which were many.
To use his term, "We slice & dice these babies in ways we never used to."
I'll see what I can do about those differences that you're looking for.
Jack
He said that as far as he knows the rough casting material is the same as it's always been with the cutter performance unchanged since we switched over to the Series II. If the metal was harder or softer the tool change schedules would have been effected.
We even use the same foundry as we did back then.
We also got to talking about the changes in the cases since we switched over to the Series II, which were many.
To use his term, "We slice & dice these babies in ways we never used to."
I'll see what I can do about those differences that you're looking for.
Jack
Hypsi87
01-27-2004, 07:52 PM
Thanks alot man... For a long time I wanted to talk to someone who knew this stuff.
buickshoprat
01-29-2004, 02:57 AM
Andy, I found the "book" I was looking for that actually lists the changes in one volume with diagrams, dimesions & in some cases the weights of the parts. The "book" has literally hundreds of pages!
Suffice it to say, that it was in effect almost a TOTAL redesign.
Jack
Suffice it to say, that it was in effect almost a TOTAL redesign.
Jack
-Josh-
01-29-2004, 05:54 PM
kratefan
02-02-2004, 10:38 AM
http://www.lesabret.com/
Here's a good background on the V6 also.
Here's another link for background:
http://www.gnttype.org/general/v6hist.html
Also, the V-6 was continued at Indy by Menard's under its name. It was finally ended after the 1996 Indy when turbos were outlawed.
Good info @ http://www.autowire.net/2000-19.html
Jeff
Here's a good background on the V6 also.
Here's another link for background:
http://www.gnttype.org/general/v6hist.html
Also, the V-6 was continued at Indy by Menard's under its name. It was finally ended after the 1996 Indy when turbos were outlawed.
Good info @ http://www.autowire.net/2000-19.html
Jeff
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