EcoTec3 engine family... specs, photos, discussion and more [GMHTP]
12-22-2012, 03:47 PM
#21
Direct injection, superior cylinder head airflow characteristics and the VVT can make up for that displacement. DI in small displacement motors has helped a good bit on the torque output. It will be hard to do a stock for stock comparison but it will be nice to see the output.
Last edited by WarShrike; 12-22-2012 at 03:53 PM.
12-25-2012, 09:12 PM
#22
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Another thing - in diesels, which use either direct injection or indirect injection into a swirl chamber inside the head, the injectors are a wear item typically needing replacement after 100k miles or so.
Is this going to be the same for these new DI engines now too?
Is this going to be the same for these new DI engines now too?
01-05-2013, 11:40 AM
#23
Another thing - in diesels, which use either direct injection or indirect injection into a swirl chamber inside the head, the injectors are a wear item typically needing replacement after 100k miles or so.
Is this going to be the same for these new DI engines now too?
Is this going to be the same for these new DI engines now too?
07-01-2013, 07:46 AM
#25
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I'm curious to see why the 4.3 has a noticeably more cluttered accessory drive system (alternator and coolant pump). From looking at them it looks to be the same brackets in all three photos. The V8s have the tensioner on the driver's side and no extra idler pulleys. Looks quite simple and effective. The 4.3 has the tensioner on the passenger's side, a grooved idler, and a backside idler.
I'd like to think GM wouldn't want to design two drive belt arrangements, one more complex than the other, for the silverado. If there's room for that simpler drive belt arrangement in the full size trucks on the V8, it should be much more so on the V6. I'd hafta conclude that they are going to stuff the 4.3 in something with an engine bay that necessitates the change.
I'd like to think GM wouldn't want to design two drive belt arrangements, one more complex than the other, for the silverado. If there's room for that simpler drive belt arrangement in the full size trucks on the V8, it should be much more so on the V6. I'd hafta conclude that they are going to stuff the 4.3 in something with an engine bay that necessitates the change.
08-28-2013, 06:17 PM
#27
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3 Questions...
1. Are they all dry sump (like the Gen V LT1)?
2. What is the bolt pattern on the crank (old 6 bolt LS1,2,3; 8 bolt LSA; or 9 bolt LS9).
3. Is the V6 a 90 degree or a 60 degree (cause the 90's usually need a counter balancing shaft)
I'm going to guess that the standard motor for the 1500 series (1/4 ton) will be the 4.3L V6, with the 5.3L V8 as the option motor.
And the 6.2L will be only used in the Tahoe/Suburban line and the 2500 series (1/2 ton) or larger models.
1. Are they all dry sump (like the Gen V LT1)?
2. What is the bolt pattern on the crank (old 6 bolt LS1,2,3; 8 bolt LSA; or 9 bolt LS9).
3. Is the V6 a 90 degree or a 60 degree (cause the 90's usually need a counter balancing shaft)
I'm going to guess that the standard motor for the 1500 series (1/4 ton) will be the 4.3L V6, with the 5.3L V8 as the option motor.
And the 6.2L will be only used in the Tahoe/Suburban line and the 2500 series (1/2 ton) or larger models.
1/4 ton fullsize trucks? Never heard of them. I always knew them to start at half-ton and go up from there, no matter what Co. it was.
1500=1/2 ton
2500=3/4 ton
3500=1 ton
F150-1/2 ton
F250-3/4 ton
F350-1 ton
Same with Dodge
03-24-2015, 07:38 AM
#28
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Aftermarket Swap Potential Any information of developments on these engines yet. I am seriously wanting to put one of these in an older Toyota mini 4x4. The old vortec was a popular option but this should be far superior and an easier fit due to not having a distributor in the back. Anyone heard anything on retro fit or support on electronics for swap potential?
03-18-2017, 07:32 AM
#30
are you talking about the LV3?
I'm getting ready to swap one. To answer some of the earlier questions, it's wet sump, LSA/8 bolt crank pattern, 90* with a counter balance shaft.
afaik there are no aftermarket harnesses available. HP Tuners supports the e92 computer.
Thats about as far as we've gotten.
So little time, so many projects!
I'm getting ready to swap one. To answer some of the earlier questions, it's wet sump, LSA/8 bolt crank pattern, 90* with a counter balance shaft.
afaik there are no aftermarket harnesses available. HP Tuners supports the e92 computer.
Thats about as far as we've gotten.
So little time, so many projects!
05-11-2017, 04:47 PM
#31
are you talking about the LV3?
I'm getting ready to swap one. To answer some of the earlier questions, it's wet sump, LSA/8 bolt crank pattern, 90* with a counter balance shaft.
afaik there are no aftermarket harnesses available. HP Tuners supports the e92 computer.
Thats about as far as we've gotten.
So little time, so many projects!
I'm getting ready to swap one. To answer some of the earlier questions, it's wet sump, LSA/8 bolt crank pattern, 90* with a counter balance shaft.
afaik there are no aftermarket harnesses available. HP Tuners supports the e92 computer.
Thats about as far as we've gotten.
So little time, so many projects!
208 motorsports makes a harness or modifies yours. and flashes.
Comp cams is making me the first Aftermarket camshaft for this motor to date and i have my heads getting bigger valves and ported.
