Editing V6 Chevy 90 degree engines

==Overview==
A look at the Chevy V6 90º engines used from 1978-on.

==Blocks==
The Chevy 90º V6 is formed by the removal of the #3 and #6 cylinders of a SBC. All three V6 engines share the same 4.4" bore spacing and 9.025" deck height of the SBC engine.

==Displacements==
There were three displacements of the Chevy V6:
*200 cid (3.4L) cid, basically 3/4 of the lowly 267 cid V8. Made 1978–'79.  
*229 cid (3.8L, not to be confused with the Buick-derived 3.8L 231 cid V6 used through the years), is 3/4 of the not-quite-as-bad 305 SBC V8. Made 1980-'84.
*4.3L (262 cid), the best of the bunch by far. This is 3/4 of the SBC 350 and as such, shares some of the parts and dimensions with the 350. Made 1985-present.

==Bore and stroke==
200 cid: 3.50” bore x 3.48" stroke.
229 cid: 3.736” bore x 3.48" stroke.
262 ci/4.3L: 4.00” bore x 3.48" stroke. 
 
==Crankshafts==
All the Chevy V6 cranks are 3.48" stroke. There are major differences between the 200/229 engines and the 4.3L engine, though. 

Scat makes a cast crank for the 4.3L engine, p/n 9-4.3L-3480-5700. It's for the 1-piece rear main seal engines.

==Firing orders==
All the engines share the same firing order of 1-6-5-4-3-2. The two smaller engines, the 200 and 229, have what is called a "semi-even fire" sequence which alternates between 132º and 108º. This comes about due to the "slipped disc" crank pins; each pair of rods are offset by 18º. This required the connecting rods to have 0.050" narrower ends to fit onto the available rod journal space. 

The cam and distributors are specific to these two engines and they cannot be interchanged with the 4.3L V6 engine. Distributor bodies used on the V6-90 are identical to the one used for the Chevrolet small-block V8 except for the pickup coil and pole piece assembly. The main difference between the semi-even fire series (200/229) and 4.3L distributors - the 4.3L distributor pickup coil and reluctor wheel has six equal points every 30 degrees. Also, a majority of the distributors used on the 4.3L has a small distributor cap (commonly used with the TBI and CPI motors) with an external coil - the 1985 model year 4.3L used in Chevrolet trucks, vans (including the Astro/Safari) was the only time that the traditional large-cap HEI was used on the RPO LB1 motor. Marine applications used a unique small-capped distributor not interchangable with those used in automobiles.   

The 4.3L V6 engine has an even-fire sequence, occurring 120 degrees apart. This is accomplished by having a larger 30º offset on the rod journal pairs. To gain back the strength that the wider offset takes away from the crank, the rod journal diameter is larger than the other V6 engines and also larger than the SBC, at 2.25", which makes them unique among the Chevy V6 and V8 engines - these rods are not interchangable with the traditional small block. 

There are two production connecting rods - one for engines built in Tonawanda, NY and Romulus, MI - these sets are not interchangable.

==Intake manifolds==
There is only one Q-jet intake available and it was only made for two years, 1985-'86. It is found in Monte Carlo and Caprice passenger cars and light duty pickups/vans (the 1985 Astro van had this intake; subsequent intakes were TBI-equipped 1986-95). It's a heavy cast iron dual plane piece, has EGR and a heat crossover. It works OK for mild builds.
[[File:OEM 4.3 L V6 Q-jet intake 1986-back.jpg|thumb|left|OEM 4.3 L V6 Q-jet intake 1986-back]]
<br style="clear:both"/>

===Marine intakes===
There are several marine intakes, both for the Rochester 2G-type 2-barrel and the Q-jet spreadbore and Carter squarebore (uses an adaptor) 4-barrel carbs, all cast iron. In fact the only aluminum intake for the V6 Chevy 90º is a 2-barrel single plane(!) piece that was used for several years on the 200 and 229 cid engines. Not a performance-oriented part, it has a bolt pattern for the Dualjet (basically the front half of a Q-jet), which means no other carbs will fit it and there are no adaptors, either.


[[File:Marine 4.3 L V6 1995-back non Vortec intake.jpg|thumb|left|1995-back non Vortec intake]]

[[File:'96-up 4.3L MARINE VORTEC INTAKE OPEN PLENUM, CAST IRON.jpg|thumb|300px|right|4.3L marine Q-jet cast iron single plane intake for the '96-up Vortec heads]]

{{Clear}}

[[File:4.3 L V6 MerCruiser Alpha One Generation Two Vortec Intake w- 2 barrel carb c-n GM 12552422.jpg|thumb|left|350px|1996-up 4.3 L V6 MerCruiser Vortec dual plane intake for 2 barrel carb, c/n GM 12552422]]

[[File:1993 Mercruiser 4.3 LX V6 SQUAREBORE INTAKE P-N 14095286, CARTER CARB -339196005.jpg|thumb|center|300px|1995-back Mercruiser 4.3 V6 squarebore P/N 14095286, Carter carb 339196005]]

{{Clear}}

==Rear main oil seal==
In 1985 the 4.3 L V6 rear main seal was a 2-piece design, identical to the SBC. Beginning in 1986, the 4.3 L started using a 1-piece rear main seal, just like the SBC engines.

==Oiling system==

[[File:4.3L V6 OILING 1.jpg]]
[[File:4.3L V6 OILING 2.jpg]]




{{youcanedit}} 

[[Category:undeveloped articles]]
[[Category:Engine]]
[[Category:GM]]