I have been reading how European manufacturers are now urgently wanting to dump V6 engines. One Automotive commentator said they " were a mistake" .Jaguars new Diesel and Gas engines will be inline sixes, replacing the current engines. BMW has always built inline engines. Now Mercedes is " keen" to drop them.Could the Ecoboost go straight six? Ecoboost like Ford Falcon Barra 6, had more power and a even flatter torque curve than the current Ecoboost. Not much in it as regards fuel economyThe facelifted S-Class will be the first model to carry the new inline six petrol engine which will come with 48V mild hybrid tech next year.The new powertrain will come with an electric motor attached to the crankshaft, acting as both an alternator and a starter.Codenamed M256, the new engine is the second member of Mercedes’ new family of engines and is closely related to the OM654 four-cylinder diesel that debuted in the E-Class. Mercedes is keen to replace almost all existing petrol V6s in their range with the M256, according to C&D’s report.

Depend on what kind of package you are building. A V6 is certainly better than an inline six if you are trying to maximize interior room and power in compact cars by using transverse engines.

wilber1 wrote:Depend on what kind of package you are building. A V6 is certainly better than an inline six if you are trying to maximize interior room and power in compact cars by using transverse engines.That is the conventional wisdom, now they think for larger vehicles, they are not the way to go

RobertRyan wrote:wilber1 wrote:Depend on what kind of package you are building. A V6 is certainly better than an inline six if you are trying to maximize interior room and power in compact cars by using transverse engines.That is the conventional wisdom, now they think for larger vehicles, they are not the way to goIf you are not concerned with the length of the vehicle they may well be but a vehicle with a transverse V6 six can be a foot shorter than one with an inline fore and aft six. The length of an inline six makes it problematical when trying to stuff it into an engine compartment sideways. Unless there are increases in fuel savings to be had by going to inline engines, I think this trend will be limited to higher end vehicles.

wilber1 wrote:RobertRyan wrote:wilber1 wrote:Depend on what kind of package you are building. A V6 is certainly better than an inline six if you are trying to maximize interior room and power in compact cars by using transverse engines.That is the conventional wisdom, now they think for larger vehicles, they are not the way to goIf you are not concerned with the length of the vehicle they may well be but a vehicle with a transverse V6 six can be a foot shorter than one with an inline fore and aft six. The length of an inline six makes it problematical when trying to stuff it into an engine compartment sideways. Unless there are increases in fuel savings to be had by going to inline engines, I think this trend will be limited to higher end vehicles.One Automotive spokesperson, said V6's were " a mistake" . So maybe fuel consumption, engine performance( smoothness, rev better, easier access to ancillaries) would be factors.

I dunno. A tremendous engine, in terms of reliability, durability, power production, noise, harshness, vibration is the 90 degree Buick V6. It first was introduced in 1961...for 1962 Buick, bought by Jeep, then bought back by GM in the '70's and used in various iterations till 2008, when I think the production line was finally shut down.I have one, in our '07 Buick LaCrosse. Great engine.I'm not the only fan, believe it was selected as one of the 10 best engines of the 20th century...Wards or something, can't recall. Can't forget the turbo Buick V6 in the Buick GNX....the hot car of the '80's.An engine that was used in racing of different types.Engine type preference is a personal thing. I think vertical twin motorcycle engines (Triumph, BSA, Norton) are better than V Twins (Harley, Ducati) or opposed twins (BMW)....but others differ and sometimes vehemently.;) So in the end, I think it all comes down to preference and opinion.

"Keen "to replace V6 with inline Gas engines | Good Sam Community

coolbreeze01
Explorer
Jun 24, 2016
No problem burning rubber off the line, but the tires chirping when the the old thirty-eight three and the TorqueFlite shifted to 2nd was fun.
Slownsy
Explorer
Jun 23, 2016
Ok Les my Ford also sometimes spin my Mizhelins when I don't want it. :B
SoCalDesertRid1
Explorer
Jun 23, 2016
Ah I get it now, Les. LOL :b
Lessmore
Explorer II
Jun 23, 2016
Lessmore wrote:
Hammerhead wrote:
My 1975 AMC Hornet had a 232 cubic inch straight six that could burn rubber when I wanted to.

My Buick 3.8 V6 can burn rubber even when I don't want to...and it's all due to the inherently superior volumetric efficiency of a V series engine, over that of an inline engine. You see it's all got to do with the ram effect of the shorter distance the air fuel mixture has to travel to the cylinders in a v series, as opposed to an inline engine.

When I'm out there burning rubber...I find that both tires spin an equal amount and that's because each side of my Buick's V series cylinder banks, are putting out equal power. It's all scientific.

But I do sometimes wonder if I ported and polished, just one cylinder head and put larger intake/exhaust valves in that one head, but left the other head stock....if I would develop more power from that one side of the engine....and then experienced more wheelspin from the side where the one head had been souped up ?

Inquiring minds need to know.

Les ;)

For those who didn't realize it, I was having a bit of fun, which is why I had the eye wink icon beside my name. We Canadians and Brits sometimes have too dry a sense of humour for our own good. :)

My wife says that anybody reading my post, would think I was an ignoramus and were very polite trying to be helpful in straightening me out. As wives usually are, she's probably right. Sorry for my ill advised 'joke'.:B

Les
SoCalDesertRid1
Explorer
Jun 23, 2016
The rear tires spinning out equally or unequally, has NOTHING to do with the V, I, F, W, or R shape of your engine, or even if your engine has pistons and connecting rods and a crankshaft or not (rotary).

It has EVERYTHING to do with the road surface, your tires' tread, rubber compound, tire temperature, tire pressure, the differential in the axle, the vehicle's suspension, weight and weight distribution of the vehicle, rigidity of the chassis, and likely a few more aspects I'm forgetting, none of which are the engine. Which all boils down to the overall traction for each tire, dictating whether your tires burn out equally or not.
wilber1
Explorer
Jun 23, 2016
Back in the day when flat heads and two valve wedge heads were the norm, intake and exhausts on the same side was the most common setup with inline engines. Now such engines are rare if they exist at all.
When the great majority of inlines use some combination of pent roof or hemispherical chambers, double overhead cams with two or four valves (sometimes 5 valves) per cylinder, they have to be cross flow heads. Even my 24 valve I6 Cummins has a cross flow head.
BenK
Explorer
Jun 22, 2016
Cross flow scavenging vs loop scavenging...says most of it...

Most in-line has intake and exhaust on the same side of the head

V's has them on opposite sides of the head

Scavenging has to do with how well an ICE breaths in/out...even forced fed...

Why you might see different dia's and lengthes of velocity tubes on
the same engine...ditto headers...anyone ever wonder why they go to
all that trouble to make each tube the same length/dia? Even which
exhaust tube is next to which...more so with the 4-2-1 for a V8 to
6-3-2-1 of an in-line six...Cheap out and only go 6-3-2 and it does
sound GREAT, but loses out on the top end (RPM...runs out of breath)

But there are many, many, many, many more attributes that come into play in
the design architecture of any ICE

For most street folks...polishing and flow matching is not going to be very
noticeable. It is in an arena where hundredths of a second matters or can
make a difference between first vs second...or to boyracers like me
who just love this kind of stuff...
Lessmore
Explorer II
Jun 22, 2016
Slownsy wrote:
And maybe you have bad tiers, what has it got to do with the tread.
Frank.

Nope, tires are fine. New Michelins.
Slownsy
Explorer
Jun 22, 2016
And maybe you have bad tiers, what has it got to do with the tread.
Frank.
Lessmore
Explorer II
Jun 22, 2016
Hammerhead wrote:
My 1975 AMC Hornet had a 232 cubic inch straight six that could burn rubber when I wanted to.

My Buick 3.8 V6 can burn rubber even when I don't want to...and it's all due to the inherently superior volumetric efficiency of a V series engine, over that of an inline engine. You see it's all got to do with the ram effect of the shorter distance the air fuel mixture has to travel to the cylinders in a v series, as opposed to an inline engine.

When I'm out there burning rubber...I find that both tires spin an equal amount and that's because each side of my Buick's V series cylinder banks, are putting out equal power. It's all scientific.

But I do sometimes wonder if I ported and polished, just one cylinder head and put larger intake/exhaust valves in that one head, but left the other head stock....if I would develop more power from that one side of the engine....and then experienced more wheelspin from the side where the one head had been souped up ?

Inquiring minds need to know.

Les ;)

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