What's the Most Popular V6 Engine for Light Weight Crawlers Currently?

[Bebop]

Thanks for the heads up on that....

I'm looking at that thinking it might prove challenging to mount the power steering pump down low. That's one thing on MMS website...they had a kit to mount a CBR between the 60 Degree V in the engine at the very top....which IMO is the worst place you could mount one.

Reverse rotation pump.

 

[Sean]

Reverse rotation pump.

How does that help? (Genuine question....since I had issues with my reservoir not being close enough to the pump on uphill climbs forcing the pump to 'suck' fluid....now I try to mount the pump as close to on top of the pump as possible to gravity feed it and make sure it's always getting fluid as easily as possible).

 

[Bebop]

How does that help? (Genuine question....since I had issues with my reservoir not being close enough to the pump on uphill climbs forcing the pump to 'suck' fluid....now I try to mount the pump as close to on top of the pump as possible to gravity feed it and make sure it's always getting fluid as easily as possible).

put it backwards in front of the engine

Also, a pressurized resi will help a lot.

 

[Sean]

put it backwards in front of the engine

Also, a pressurized resi will help a lot.

Ahh...sorry. I thought you meant leave it up high in the valley between the cylinder banks. Yeah, I'm looking at getting some of Radial Dynamics resis.

 

[Sean]

It's too bad none of the GM 60° V6 High Feature LFX, LFY, LGX or LGZ engines have adapters to older GM longitudinal transmissions. Finding 14K-29K mile engines in junkyards for $1400-1900 locally. Over 300 hp with close to 300 ft-lbs (289ish).

 

[YotaAtieToo]

It's too bad none of the GM 60° V6 High Feature LFX, LFY, LGX or LGZ engines have adapters to older GM longitudinal transmissions. Finding 14K-29K mile engines in junkyards for $1400-1900 locally. Over 300 hp with close to 300 ft-lbs (289ish).

Are they different than the standard gm 60*?

 

[Sean]

Are they different than the standard gm 60*?

Apparently? But I can't seem to get anyone that can verify.

 

[Bebop]

It's too bad none of the GM 60° V6 High Feature LFX, LFY, LGX or LGZ engines have adapters to older GM longitudinal transmissions. Finding 14K-29K mile engines in junkyards for $1400-1900 locally. Over 300 hp with close to 300 ft-lbs (289ish).

Make one?

 

[Sean]

Make one?

That's kind of where I'm headed....unfortunately, I don't have a mill or lathe, but frankly, I don't know that I can't just rough cut something with plasma and then use my drill press. I am somewhat concerned about tuning/wiring though with any of these 'less popular' engines. Not sure how much of the knowledge is universal in this realm.

 

[Bebop]

That's kind of where I'm headed....unfortunately, I don't have a mill or lathe, but frankly, I don't know that I can't just rough cut something with plasma and then use my drill press. I am somewhat concerned about tuning/wiring though with any of these 'less popular' engines. Not sure how much of the knowledge is universal in this realm.

Can't have your cake and eat it too.

You're gonna save money on the engine and spend more getting it running.

That's why you use common engines for swaps.

 

[arse_sidewards]

That's kind of where I'm headed....unfortunately, I don't have a mill or lathe, but frankly, I don't know that I can't just rough cut something with plasma and then use my drill press. I am somewhat concerned about tuning/wiring though with any of these 'less popular' engines. Not sure how much of the knowledge is universal in this realm.

A "good" plasma cut adapter will be well within the tolerance range that offset dowels can deal with.

Can't have your cake and eat it too.

You're gonna save money on the engine and spend more getting it running.

That's why you use common engines for swaps.

Or just spend time instead of money. It's not like a GM sensor suite and ECU couldn't be tuned for an arbitrary engine of similar features.

Or use previously spent time by leveraging knowledge that you acquired in the past. Of course this doesn't apply to people who only ever learned about things because they were chasing whatever was popular.

 

[Sean]

Can't have your cake and eat it too.

You're gonna save money on the engine and spend more getting it running.

That's why you use common engines for swaps.

That's the problem though...the 4.3L LV3/LV1 that seems to be the universal recommendation isn't all that common. Honda engines are common but I can see spending a lot to get that running too. I'm basically at a point where I don't know what I don't know though. Basically if you want economical/common/easily wired/tuned...you go LS or LT V8...and that may make the most sense from that perspective.

 

[Bebop]

Honda engines are cheap to make run. Complex for accessories.

LS is always the answer.

 

[Sean]

Honda engines are cheap to make run. Complex for accessories.

LS is always the answer.

How real is the LS oil starvation at steep angles issue and what's the best solution short of dry sump (or is that the best route to take)?

Is a newer LT a better solution in that allegedly they have less issues with oil starvation at angle and are lighter by nature of the more commonly found aluminum block?

RE: Honda, I'm not sure what all I'd really need. I'd wager a factory alternator would probably be okay, so that pretty much just leaves factory water pump and PSC steering pump. Headers could be made. Holley (IIRC) has intakes for the 3.5L.

 

[JohnnyJ]

That's kind of where I'm headed....unfortunately, I don't have a mill or lathe, but frankly, I don't know that I can't just rough cut something with plasma and then use my drill press. I am somewhat concerned about tuning/wiring though with any of these 'less popular' engines. Not sure how much of the knowledge is universal in this realm.

I know some of the later ones used common 58 & 4X crank and cam sensors that are same as what Gen4 LS and most of the industry has moved to. I'd also guess those vintage are supported by HP tuners if you wanted to stay factory computer.

Look for a 3.9 V6 with this engine computer. Notice it says E37 in the upper left corner, that's the generic computer name like E67, E38, E40 and other common GM ECMs from that era.

 

[chaplinfj60]

How real is the LS oil starvation at steep angles issue and what's the best solution short of dry sump (or is that the best route to take)?

steep angle nose down idling for about 20-30 seconds ,maybe longer i cant remember, oil pressure did almost drop to zero. accumulator was my fix. zero issue since.

also i have low pro oil pan, not the big deep truck pan.

 

[Treefrog]

That's kind of where I'm headed....unfortunately, I don't have a mill or lathe, but frankly, I don't know that I can't just rough cut something with plasma and then use my drill press. I am somewhat concerned about tuning/wiring though with any of these 'less popular' engines. Not sure how much of the knowledge is universal in this realm.

There's always websites like send cut send or Xometry for CNC stuff shipped to your door.

 

[JohnnyJ]

How real is the LS oil starvation at steep angles issue and what's the best solution short of dry sump (or is that the best route to take)?

I run the Champ oil pan on my LS type motor. Has baffles and seems to hold pressure even on steep inclines and declines. Doesn't leak like many people complained about with the kevko pans. They do add up a bit when you add on the oil fill adapter and remote block.

LS1000

Steel wet sump oil pan for LS1 conversion into Chevrolet Camaros, Chevelles and Novas

www.champpans.com

 

[Sean]

steep angle nose down idling for about 20-30 seconds ,maybe longer i cant remember, oil pressure did almost drop to zero. accumulator was my fix. zero issue since.

also i have low pro oil pan, not the big deep truck pan.

Yeah, I have an expensive low pro pan on one of my LSs now.

 

[Sean]

There's always websites like send cut send or Xometry for CNC stuff shipped to your door.

More of the 'don't know what I don't know' thing.....good info. Thanks for sharing.

 

[Sean]

Don't know much about the Nissan/Infiiti 3.5/3.7L engines...but there are adapters and flex plates to GM non-computer autos at least (custom tq converter needed obviously):

VQ35DE Engine to GM Transmission Adapter

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VQ35HR & VQ37VHR Engine to GM Transmission Adapter

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[Bebop]

How real is the LS oil starvation at steep angles issue and what's the best solution short of dry sump (or is that the best route to take)?

FBody pan with an improved racing baffle and an accusump and you're good.

Is a newer LT a better solution in that allegedly they have less issues with oil starvation at angle and are lighter by nature of the more commonly found aluminum block?

No

RE: Honda, I'm not sure what all I'd really need. I'd wager a factory alternator would probably be okay, so that pretty much just leaves factory water pump and PSC steering pump. Headers could be made. Holley (IIRC) has intakes for the 3.5L.

That's up to you to figure out

 

[Ghetto Fab.]

So whats wrong with the LZ9 motors? I'd imagine they are a bit heavier than the honda motor, but common gm electronics, 60deg bellhousing pattern thats easily adapted to a 90deg pattern, 240hp/240tq and should be $600-$700 in a junkyard. Like I've said before, I really want to like the honda motor, but it really doesn't have much of an advantage over other options.

Can't go wrong with an LS though.

 

[Sean]

So whats wrong with the LZ9 motors? I'd imagine they are a bit heavier than the honda motor, but common gm electronics, 60deg bellhousing pattern thats easily adapted to a 90deg pattern, 240hp/240tq and should be $600-$700 in a junkyard. Like I've said before, I really want to like the honda motor, but it really doesn't have much of an advantage over other options.

Can't go wrong with an LS though.

Mainly concerned about the low power...but the torque (which actually matters more) is only 30 ft. lbs or so lower than the Honda....and Honda's generally have to rev real high to get it anyway, so you make a very good point.

 

[Ghetto Fab.]

Mainly concerned about the low power...but the torque (which actually matters more) is only 30 ft. lbs or so lower than the Honda....and Honda's generally have to rev real high to get it anyway, so you make a very good point.

What honda were you referencing? I was under the impression that the J35A4 made similar numbers as the LZ9, 240/240. I know the newer J motors make more power, but I never found any adapters for our use of those motors.

Its kinda funny, I see a lot of race stuff and other buggy guys go straight to LS things and I see a few people using and pondering the worth of using V6 motors like we're doing, and then you have the low budget suzuki crowd thats pretty stoked to upgrade to a 1.6L motor. Its amazing how many of those suzuki guys are out there just having a good time day in, day out.

 

[YotaAtieToo]

What honda were you referencing? I was under the impression that the J35A4 made similar numbers as the LZ9, 240/240. I know the newer J motors make more power, but I never found any adapters for our use of those motors.

Its kinda funny, I see a lot of race stuff and other buggy guys go straight to LS things and I see a few people using and pondering the worth of using V6 motors like we're doing, and then you have the low budget suzuki crowd thats pretty stoked to upgrade to a 1.6L motor. Its amazing how many of those suzuki guys are out there just having a good time day in, day out.

:raises worn out 1.3L probably lucky to make 50hp hand:

 

[Sean]

What honda were you referencing? I was under the impression that the J35A4 made similar numbers as the LZ9, 240/240. I know the newer J motors make more power, but I never found any adapters for our use of those motors.

Its kinda funny, I see a lot of race stuff and other buggy guys go straight to LS things and I see a few people using and pondering the worth of using V6 motors like we're doing, and then you have the low budget suzuki crowd thats pretty stoked to upgrade to a 1.6L motor. Its amazing how many of those suzuki guys are out there just having a good time day in, day out.

MMS used to have adapters. J35Y1, 2 or 6 IIRC made more like 278 hp with similar tq numbers. MMS was touting 295-340 hp with some mods.

I think if I was able to be close to 3K lbs....a 4 cylinder NA engine would probably be great.

 

[pinchegringo]

Some bushplane folks are starting to use the Yamaha snowmobile engine. They weigh almost nothing,are compact,reliable and make 150bhp stock. I forget the model but the later ones are injected. They're also supported by the aftermarket from stand alone harness to 300+ turbo. Too loud wide open in a plane but probably perfect for a little two seat moon buggie. So light you can pick it up and walk around with it.

 

[Treefrog]

Some bushplane folks are starting to use the Yamaha snowmobile engine. They weigh almost nothing,are compact,reliable and make 150bhp stock. I forget the model but the later ones are injected. They're also supported by the aftermarket from stand alone harness to 300+ turbo. Too loud wide open in a plane but probably perfect for a little two seat moon buggie. So light you can pick it up and walk around with it.

Internet is saying 150 lbs dry weight for a Genesis 998 turbo. 200hp. I think some of the fastest autocross cars use snowmobile engines.

 

[pinchegringo]

Internet is saying 150 lbs dry weight for a Genesis 998 turbo. 200hp. I think some of the fastest autocross cars use snowmobile engines.

Apex was the first one they started swapping. That's the n/a 4 cylinder(150). I quit making parts years ago but thinking about machining an adapter to a suitable light auto trans. Requires some parts to mount ps pump also. Alt and water pump are integral.