Engine Dimensions?

"Master Cylinder" (mastercylinder28) 02/19/2016 at 12:28 • Filed to: None

0

23

I have been looking all over the internet for these dimensions and have come across probably half a dozen instances where someone posted on a more specific forum and was ignored. I know there’s a very broad base of automotive knowledge here so I figure it’s worth a shot to see if anyone knows the info I’m seeking.

I’m looking at the GM LFX V6 engine (comes in the 2012-2015 Camaro and some Cadillacs and other vehicles as well) and I’d like to get some of the external dimensions of the engine. Here’s what I’m looking for:

A is the back-to-front length of the engine. Not super critical for my potential application but nice to know regardless.

B is the height of the engine from the crank centerline to the highest point of the engine.

C is the height from the bottom of the oilpan to the crank centerline.

D is the front-to-back length of the oilpan from the back of the block to the front of the sump. This is probably the most crucial measurement.

E is the depth of the sump, basically.

F, not pictured due to the perspective of the photo, is the width of the engine at its widest point. This is pretty critical, too, but I’m not super worried about it as they’ve managed to stuff these things into a Miata so they should be narrow enough for most other cars.

Thanks to anyone who can provide any or all of these measurements! My next step is just to go to a junkyard and find a wrecked Camaro to measure.

Smallbear wants a modern Syclone, local Maple Leafs spammer > Master Cylinder 02/19/2016 at 12:33

0

Is that an exhaust manifold cast into the block? WTF for?

Master Cylinder > Smallbear wants a modern Syclone, local Maple Leafs spammer 02/19/2016 at 12:36

3

Yes, and supposedly for weight reduction and better flow? It gets the cats closer to the engine, which is better for that purpose as well.

For my purposes, it makes it muuuuuuch easier to put in something that it was never intended to go because I don’t have to build a custom set of headers, just route one pipe.

Supposedly, it hampers your ability to upgrade the engine somewhat since you’re stuck with the cast-in manifold, but for my purposes the stock motor already makes plenty of power.

iSureWilll > Smallbear wants a modern Syclone, local Maple Leafs spammer 02/19/2016 at 12:38

2

Yes integrated manifold. Probably to help heat up the head quicker so it can go into closed loop. Emissions stuff.

Smallbear wants a modern Syclone, local Maple Leafs spammer > Master Cylinder 02/19/2016 at 12:40

1

Weight reduction yes, but I find it hard to believe that flows better than an external header.

What are you putting it in?

Master Cylinder > Smallbear wants a modern Syclone, local Maple Leafs spammer 02/19/2016 at 12:47

0

Yeah, I don’t really buy the claim that it flows better. The main benefit to me is easing the installation.

I’m thinking of putting it in my 944. I know the LS swap is well supported and popular, but if the dimensions work out on the LFX it would be a good candidate as well, plus much cheaper to source than an aluminum-block LS. There are a few other advantages as well - the 6-cylinder engine weighs less than the LS (I haven’t found an exact number I trust, but some of the estimates put it as lighter than the 4-cylinder that’s already in the 944) and positions the weight farther back in the chassis. If I can put it roughly where the 4-cylinder is, it’ll be almost entirely behind the front axle centerline, effectively turning the 944 into a front-mid engine car. It doesn’t make as much power as the LS, of course, but 323 hp is more than enough when it’s only got to shove ~2600 lbs around. Also, it revs higher than the LS, which is something I like in a sports car engine.

Needmoargarage > Smallbear wants a modern Syclone, local Maple Leafs spammer 02/19/2016 at 12:51

1

It’s pretty common with new engines. I work in the industry and flow is really good compared to a separate manifold. Most of the reasoning behind it comes down to packaging and emissions. Weight savings helps a bit but doesn’t seem to be a primary motivation.

Smallbear wants a modern Syclone, local Maple Leafs spammer > Needmoargarage 02/19/2016 at 13:00

0

That’s pretty interesting. So why are stock cast external manifolds of the same general layout so restrictive? (I realize that this doesn’t apply to all of them)

DoYouEvenShift > Smallbear wants a modern Syclone, local Maple Leafs spammer 02/19/2016 at 13:15

1

For turbos!!!

Sweet Trav > Master Cylinder 02/19/2016 at 13:16

1

A few things, first your hardest part of this swap will be getting the electronic controls to work. There is VERY little aftermarket support for this engine. GM’s High Feature V6's are also terrible engines. Might I suggest that you instead focus on the LNF LTG 2.0l 4 cylinder, there is much better aftermarket support (even so far as standalone engine controllers offered by GMPP) Also it makes peak torque from 1800 RPM to 5500 RPM, vs the very peaky V6.

Needmoargarage > Smallbear wants a modern Syclone, local Maple Leafs spammer 02/19/2016 at 13:36

1

In the past they weren’t always very well optimized to a particular engine. CDF analysis of flow is becoming more and more prevalent especially in the last decade rather than dyno testing or more traditional methods of testing. I don’t know that I can put a good blanket generalization on all engines, but a large amount of them actually don’t benefit as much as you would think from a ‘free-flowing’ long tube header or such.

There are a ton of additional factors at play that have led automakers to this design. Boring stuff like warranty claim analysis, cost savings, packaging, cross-platform compatibility, emissions compliance, etc. No matter the data to back newer technology up, there are still some engineers (like me) that prefer simple old school engines.

Rock Bottom > Smallbear wants a modern Syclone, local Maple Leafs spammer 02/19/2016 at 14:11

0

Integrated Exhaust Manifolds are purely a cost saving thing. They add a significant amount of heat load to the cooling system, but don’t necessarily flow exhaust any worse than a typical short primary manifold (like is common with the close coupled cats of today).

I strongly recommend you consider that extra thermal load on your cooling system and plan accordingly.

Smallbear wants a modern Syclone, local Maple Leafs spammer > Rock Bottom 02/19/2016 at 14:12

1

Not me. Master Cylinder.

gawdzillla > Master Cylinder 02/19/2016 at 14:14

0

v8 roadsters

they are fitting one into a miata

they might give you the dimension if you ask nicely

deekster_caddy > Master Cylinder 02/19/2016 at 14:15

0

Remember that exhaust manifold design isn’t all about flow. It’s also about tuning for more power at certain RPM ranges. This manifold can flow plenty, but it’s probably been tuned together with the close cats to maximize port scavenging and efficiency at a specific RPM range.

Rock Bottom > Smallbear wants a modern Syclone, local Maple Leafs spammer 02/19/2016 at 14:19

1

My b. I’m sick. I’m clearly not good at reading either. I’ll show myself out

nafsucof > Master Cylinder 02/19/2016 at 14:23

0

Well the focus st has a water jacket exhaust manifold and they(tuners) have been able to double the hp with bigger turbos. They seem to flow fine and are great for getting the exhaust pulse to the turbo. People are beginning to port them to improve spool but yeah...

Master Cylinder > Sweet Trav 02/19/2016 at 14:44

1

The factory ECU has been flashed to remove the anti-theft and bod modulr requirements and used as a standalone for a few swaps already, it’s supported by HPtuners and shouldn’t be too big of a deal.

Why do you say the HFV6 is crappy? I know there were timing chain issurs on the earlier LLT versions but that seems to have been taken care of now, and the dyno charts I’ve seen show a nearly flat torque curve for the LFX thanks to the DI and VVT.

Master Cylinder > gawdzillla 02/19/2016 at 14:46

1

Yes, I’ve seen their swaps, it’s actually what got me thinking of the motor for my 944. Asking them isn’t a bad idea, actually. It’s not like I’m trying to copy their kit or anything.

ClassicStyle > Master Cylinder 05/23/2016 at 18:52

0

This is exactly the application I’m considering it for as well. Have you found any more info? Drop me a message if you do.

Master Cylinder > ClassicStyle 05/25/2016 at 06:27

0

Nothing yet. I’ve kind of put the idea on the back burner for now, but I do think it would be an ideal engine for a 944.

I still keep an eye out on my local Craigslist for someone parting a Camaro in the hopes of grabbing a cheap engine or at least being able to get these measurements. If I get any more info, I’ll share it!

Tom B > Master Cylinder 09/09/2016 at 22:52

0

Hi,

I just acquired an almost new (3600 miles!) 2015 Colorado with a 3.6 LFX.

I was also looking for these dimensions, as I might go for one in my 1964 Jaguar Mk2. Now has a 4.3 1985 Chevy V-6 with a 700R4.

I measured as best I could, lots of obstructions due to it being a Z71 with 4WD.

I also did not remove the engine cover, so everything has a bit of + or-.

A-25" to front pulley, seems to be close to the same to the intake front (under the cover).

B-22 1/2" to top of engine cover, perhaps 1/2" to 1" clearance under it (hard to see center of pulley).

C-Approximately 6 3/4"( hard to see center of pulley) to 3" pan depth. It is another 5 3/4"+ from the 3" pan part to the bottom of the deep part of the sump, so a total of 12 1/2"+.

D- sump is deep at back, but only for approximately 5 1/4". This makes for transplant ease!

E- 9" at rear( see D above), 3" for front. ( Note slight inconsistancy with C measurement above - at most 1/4".

F-The widest point is oddly at the front bottom, due to the a/c and alternator being at the bottom. Perhaps they can be relocated. It is approximately 251/2".

Jaguar enthusiast and first time truck owner!

TomB -WI

Master Cylinder > Tom B 09/10/2016 at 09:24

0

Awesome, thank you!

SBA Thanks You For All The Fish > Master Cylinder 02/04/2020 at 19:21

0

Hey! This thread came up on Search and I was curious about it... I’m looking at LFX for a couple of projects and was wondering if you got some traction on this one? There was a lot of confusion on some swap sites about the length of the LFX— the main section of the block should be under 20".

So, yeah, I was wondering if you got one put into your 944? If an LS3 fits I’d think the LFX ought to fit too. And a lot lighter. Anyway, was checking in to see if you got it working?

Thanks!

Curt