Quoting Removed, click Modern View to seeThe primary reason for moving from inline to V configuration is packaging........it fits the front wheel drive transverse mounting much better than the long inline engine (Yes, I know the PU isn't FWD, but same basic engine used in multitude of Ford cars). Side benefits for many, including 4.2L Ford V6s (and those first Buick V6s & first Chevy truck V6s) is that by compromising the design of a proper included V-angle, they were able to use existing V8 tooling (major cost factor), but sacrificed balance/vibration to obtain this cost benefit. When manufacturer starts from scratch, with a clean sheet of paper & an all new factory/tooling, etc. they design a V6 with the proper 60 degree V configuration for optimum balance/vibration characteristics, but still not as ideal as inline in that regard. Like most things in life, compromise/trade-offs are the name of the game. Torque is largely a factor of geometry (long stroke & long rod), which could be achieved with any inline or V configuration. However, long stroke & long rod designs make the package larger, not in best interest of compact size or weight. Nothing is ever simple.
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Today's Featured Article - A Lifetime of Farm Machinery - by Joe Michaels. I am a mechanical engineer by profession, specializing in powerplant work. I worked as a machinist and engine erector, with time spent overseas. I have always had a love for machinery, and an appreciation for farming and farm machinery. I was born and raised in Brooklyn, New York. Not a place one would associate with farms or farm machinery. I credit my parents for instilling a lot of good values, a respect for learning, a knowledge of various skills and a little knowledge of farming in me, amo
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