well i was reading diffrent books about engines and it seems that inch for inch a DOHC motor kicks the shI% out of a pushrod motor in horsepower.
here are some examples:
ferrari enzo(DOHC) 6.0L 660 HP

Ferrari 360 Challenge Stradle(DOHC) 3.6L 425 HP

Honda S2000 2.2L(DOHC) 240 HP

2005 Vette(pushrod) 6.0L 400 hp.

2004 Viper(pushrod) 8.3L 500 hp.

2004 Pagani Zonda 7.3L (pushrod)555HP.

now why is that??
how can a 3.6 ferrari lil bitty engine have more power than a 6 Liter vette motor?
its because of the DOHC design now why havent american automakers gotten hip to this?????

dont know.........

but!!!!

It seems that most of these DOHC engines have no torque.
so it seems like a trade off horseopwer for torque

even though a 360 modena has 25 hp more than the new vette the 360 only has 276 ft/lbs of torque while the vette has 400.
i see the trade off small weight and high rev to make almost the same power!!!

but the viper?? why does it take a massive 8.3 liters to make 500 hp but only a 6 liter enzo makes 110 more hp and what? 40 less torque?
why such a large engine?

but to put this in fiero terms more closely i was deciding on an engine swap.

i was loking a 4 engine choices 3.4L pushrod 160 HP,3.4L DOHC 215 hp(up to 250 with retard timing)
The beautiful LT1 300hp and a 3800SC 240 hp
right off the bat i eliminated the 3.4 l pushrod only a 20 hp gain.

then the 3800 sc i didnt like because i dont have a liking to supercharged engine i dont hate them but i perfer straight engine power.

so that leaves ,me with the 3.4 l DOHC and the 5.7 LT1 now my friend has an lt1 300 hp and all and i drove the car very quick and i drove a 300 hp 3.4 DOHC (dyno tested) and it was fast too.
i didnt drive them at the same time but the feel of the power was very diffrent like apples and oranges

while the pulled off the line like a bat outta hell in the LT1 and put me in my seat at a low rpm the 3.4 didnt do that off the line it was peppy but not as quick as the lt1 but when it revs my goodness it seemd like it put me in my seat harder than the lt1 fiero..
it seems that if these two were to race the lt1 fiero would jump up but the 3.4 would catch it might pass i dunno.

but ill ask you all if you had to decide between a pushrod and a DOHC engine making the same power which would you choose
remeber i said pushrod vs. DOHC not v8 vs v6!!

i chose the 3.4 DOHC
the sound in my opinion won me over and im getting one put in around june.

thanks for hearing this ramble!!

the exotic rida

DOHC engines do enjoy advantages like better valve and port angles for flow and combustion chamber design. The pushrod engines, while being limited by a heavier valvetrain, are more compact and have a lower CG. I think the lack of torque in DOHC engines is because they're cammed more for top end power. Bottom end torque makes a car easier and more fun to drive, but not faster. The Viper has a big motor to be fun and outrageous. I don't think it's anywhere near it's potential in stock form. Ferraris are more highly tuned in stock form, and harder to work on, not to mention EXPENSIVE.

I'm not trying to flame you, you aren't talking about using a Ferrari motor. The 3.4 DOHC is a great motor, I'm glad to see it come about. If you want the kind of performance it will provide, go for it!!

GL

Every wonder why a 206 vette is just about as fast as the Ferrari 360?

Pushrod engines make gobs of low end torgue, where as DOHC needs high RPM's to make its power.

I would not say one is better than the other. They both have advantages. American car makers tend to stay with the pavement pounding torque monsters.
We like it that way. It's kinda a muscle head thing.

BTW - we do have a the technology. Look at the Cobra mustang, our 3.4 DOHC, Northstar, Quad4, and so on. It is just that our mustle cars tend to remain just that.

the only point i was trying to make was this:

everyone here is like I GOT A V8 I GOT A V6.
some v8 owners here are like there is no way a v6 can beat a v8 i found that not to be the case.
and v6 guys are like my little v6 could kick your V8's a$$ anyday!!!!!

what im saying is everybody argues over engine size but i wanna see what do people think of engine types?
Pudhrod?
DOHC?
hell even a rotary engine is it engine size that matters ????
for example there a guy on here makig a 400 hp quad4!!!! SICK
why did he choose a quad 4 instead of putting in a lt1 and doing some cam work?
all im asking is this take 3 VERY diffrent motors all the same power but diffrent sizes and rpm levels which would you choose
lets say a lt1,3.4 DOHC and a quad4 all making the same hp???

v8 owners will say its a v8 why argue.
4 bager owner will say i got half you motor and make the same power
all im asking is what makes a person pick a particular engine type?

Many of you probably expected to see me jump in on this one

Having done a few of these and own one myself, I think the 3.4L DOHC is THE engine swap for the Fiero. Not that any others are BAD or wrong... I just think the 3.4L DOHC very accurately fits the personality of the Fiero.

The Fiero, to me, has always been the start of something that would eventually be a Corvette Killer, a Ferrari Flatner, a Lambo Landblaster... but never got there. Probably because of the 'Vette Killer part. (don't get me started on that )

It has always seemed exotic to me in alot of ways and when I think of exotic, I think of high HP, high winding, rear engine, screaming exhaust note... etc. Like the Ferrari. To me, there is nothing more beautiful than the sound of a high revving motor.

Now pushrods have the nice torque but realistically, the 3.4L DOHC is no slouch when it comes to torque. On par, it makes proportinately similar torque than a pushrod motor... a chevy pushrod v8 making 300 HP and 350 ft lbs of torque (close numbers) versus a 3.4L DOHC making 215 HP and 220 ft lbs of torque. Just at different rpms. Even so, I used to burn the tires off my 3.4L TDC (DOHC) car all the way through 3rd gear. It had plenty of go power

In the end, what makes a motor right or wrong for you is YOU. Neve install what the "Crowd" wants if it isn't what you are going to be happy with. V8s are cool. 3.8L SC motors are cool. Some folks like the stock 2.5L 4cyl motors.... To each their own.

Personally, I'm a 3.4L TDC or DOHC man and that's my First Choice. I'm Scott "DKOV" Kovalik and I approve of this message

It's to bad you are so far from Washington State... I'd love to do your swap for you.

Best and good luck with your decision.

DKOV -

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I dont know how you can have a much lower CG than a subaru or portch (porsche)... Flat4's are good in that sense..

The only problem I see with a DOHC is that you gotta rev for power, and for the most part (daily driving), I aint gunna be running around in 2nd at 5000rpm just so i can have great acceleration.. For racing it'd probly be benaficial, so you can take advantage of gearing for a higher top speed.

The ferrari engines mentioned are ultra exotic. 1000bux an oil change. I mean come on, would you expect ANY LESS? Lets take something more... common. 2002 Acura NSX, 3.2L DOHC vtec v6.. puts out ~300hp... sooo thats not so incredably out there... 300HP could be done (with tweaking) on the v660 DOHC if it spun to 8000 rpm like the honda does

I do think the DOHC fits the spirit of our car (not to mention the tranny)... I look at it this way.. no torque down low, keeps my tranny in one peice... eheh

I do think the valve train is whats keeping alot of engines back. Pushrod design isnt exactly Ideal. I cant wait til they make some other valve type break thru.. something like -> http://www.coatesengine.com/ and their rotary valve system..

James Z

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My Probe GT has a 24 vavle DOHC V6.
My Fiero SE has a 16 valve pushrod V8.

The Probe sings and the Fiero howls.

Sometimes you want to be civilized, and sometimes you dont.

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1986 SE 350 V8

A friend of mine has a pacesetter catback on his 93 PGT, and it sounds soooo very nice; Almost exotic. I wish my car sounded like that sometimes.. ah well, atleast I can lay a can of woopass on him

James Z

quote Originally posted by tesmith66: My Probe GT has a 24 vavle DOHC V6.

I saw the list of high HP engines you listed but the first thing I thaught of was how many miles you can get out of those engines. The low HP engines you listed will last MUCH longer and cost less to remanufacture MUCH less to maintane. You can spend $20.000 on a push rod NASCAR engine that makes 800HP. But how long will it last? It is all about what you want to do with it. Basicly the engines you listed are race car engine detuned for street cars. That aint cheap or practcal enough for GM to try to sell.

DKOV I heard you car and love the sound. My 3.5 Quad can V6 sounds much the same at high RPM but at low RPM my 90deg V6 sounds more like a Ferarri than the 60deg DOHC V6. The firing order seems much smoother.

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Rickady88GT QuadCam 3.5 V6

Something you need to take into account when comparing engines is the overall quality of the engines. The Ferrari 3.6 DOHC costs more (I think its around $100,000) than the entire Corvette. You can't just look at an engine and say "oh that one is DOHC and the other is OHV so the DOHC will make more power." You need to look at things such as head flow, compression ratio, rotating mass, etc. For instance, the Ford 4.6L DOHC engine only makes around 290? HP, while a LS1 is easily pushing out 340+ HP at the crank. (A LS1 firebird/camaro will usually dyno around 300-310 HP to the wheels stock).

Now all things being equal, a DOHC engine will make more power than a OHV engine simply because you can pump air into and out of a cylinder much easier when its flowing through 2 valves instead of 1. The key to making a High HP, high RPM engine is to simply get it to pump air well at high RPMs. As long as you can keep making torque up high (keep the curve straight), you'll keep making more HP until you find a piston in the oil pan.

For the torque argument, the only way you'll make torque (N/A) is through displacement. The bigger the engine (sorry, got mixed up,stroke is the biggest factor, but bore also plays a part ) the more torque it will make. Of course cam specs, induction, and exhaust tuning will all play a part in this as well.

Now...as for engine choice its completely application specific. My huge, heavy 455 is right at home in my Firebird, but would I ever want it in my Fiero? Heck no! A small engine that makes good HP up at high RPMs and pretty good torque down low is what I'd want. This is right where a DOHC is at home. Smaller displacement (so less torque) and able to make HP at high RPMs.

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1987 Fiero - 2.5L, auto tranny, stock
1970 Firebird - built 455+.030, lots 'o mods

[This message has been edited by PontiacMan (edited 03-16-2004).]

Torque is made with length of stroke more so than bore of cylnder. But with the same displacement the longer the rods and crank stroke is the more leverage you have to make more torque. A basic rule is if you have a longer stoke than bore you will make more torque but if you have a bigger bore than stroke then you will make more HP and higher RPM potential, with all other things being equal. It is all about trade offs.
More displacement the more power is not always true, there are many factors that make power. Money and skill are the biggest factors. The engine is very flexable, but you have to pick the one that works best for how you will use it.

The reason why MOST DOHC engines don't have a lot of low end torque is because the intake port sizes are so large (to accomidate the two valves) that airflow is stalled at lower RPMs. I say most because one engine maker did attempt to work around this problem, at least in a domestic car, and that was the early 90's Ford SHO. The engine was designed by YAMAHA and they used a two-step, divided intake plenum that only used one set of runners below a certain RPM range and then opened up to the other runners above that RPM. GM tried to simplify that solution on the 3.4 DOHC/TDC engine by using an intake plenum with long runners but failed to address the intake port at the head and valve also, that is why the 3.4 DOHC engines don't have hardly any torque below 3000 RPM.

Pushrod engines typically only have 1 intake valve so comparitively speaking the ports are smaller. Smaller ports flow air faster than larger ports which enhances low end RPM performance. Larger ports can flow more volume but can't maintain good velocity at lower RPMs. So, there is a tradeoff.

You could take a 350 SBC pushrod engine and bolt on a set of AFR 210 heads and it would run pretty much like a DOHC engine as far as the powerband is concerned. So really, the number of cams or valves is just a very small part of the equation, rather, the port size and cross-sectional area is really the determining factor of when the engine is going to make the power. In contrast, the 3.4 DOHC engine has peanut lift and duration cams in it compared to most "performance" pushrod cams but again, it is the flow characteristics of the port that will ultimately determine powerband performance.

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power corrupts. absolute power corrupts absolutely.

Custom Chip Burning | Fiero Engine Conversions | Turbocharging | www.gmtuners.com

all of you say that the ferrari motors are high which is true and a viper motor isnt cheap either!!!!

a 360 motor cost about 65k new
a new viper motor costs about 35-40k
the s2000 engine is a better example what if it was a 4 liter v8 pumping 480 hp and 326 ft/lbs of torque at 9000 rpm
thats twice the cylinders size and power and still it outperforms a vette motor
i like screaming motors thats why im getting my 3.4 installed.

oh and DKOV????
whats your price?
i have the 3.4 completely rebuilt and i mean completely! ill ship the car and the engine to you

a new Viper Crate motor DOES NOT go for 35K. if you go to Dodge, you can order on for around 7K and that's the 450hp/500ftlb motor, not the 500hp motor. I'm not sure what they want for that one, but i can't immagine too much more (10K?)

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- Why you stuck up, half-witted, scruffy looking, NERF HERDER!!!
- Who's scruffy lookin'?

Arty: a.k.a. FestYboy or Fieroman87
'87 GT 5 spd.
'88 Festiva 5 spd.
Yahoo messanger: AMAbonus
AIM: FestYboy88L

oic now i quoted the venom engine the comp coupe
not the factory engine
but i doubt the 500 hp motor is 10k
for an 80k car it has to be at least in the 15-20k range

Something else that is commonly overlooked is the way that horsepower is calculated. The formula: (Torque(in ft lbs) times RPM ) divided by 5252 = Horsepower.

DOHC engines have a much lighter valvetrain with lower inertia so they can rev much higher. Double the RPM and you've doubled the horsepower - with no other changes. This allows for some numbers games to be played...

Naturally aspirated engines are good for 1 to 1.5 ft lbs of torque per cubic inch. Torque is what launches you off the line and what you need to make a good performing car. Here's the catch: DOHC engines have the same specific torque as pushrod engines; chew on that one for a couple of minutes.

So you could have a cute little 100 cubic inch pushrod motor that produces 120 ft lbs of torque and 80 horsepower - or a fancy little 100 cubic inch DOHC motor that produces 120 ft lbs of torque and 160 horsepower. Line 'em up and let's have a drag race. Which one wins? Well, they both do just about the same - even though the DOHC motor is rated at twice the horsepower.

This doesn't mean the 160 horse rating is fake - that DOHC motor does indeed produce that much power - at it's peak output which is probably around 8,000 RPM. The pushrod motor produces its peak power at around 3,500 RPM.

So if you're going to be driving around town and want a car that'll leave everything else behind at the traffic light, look for a high torque rating - this usually means a larger displacement engine. If what you're after is something with a very high top speed then look for a high horsepower rating - this is something the DOHC engine specializes in.

The biggiest issue in my opinion with the 3.4 DOHC in a fiero is the stock getreg/isuzu tranny gearings. Neither tranny is really geared suitable for the motor. DKOV was lucky enough to find and install the M284 which is geared MUCH better for the 3.4 DOHC (duh, its the one that GM mated with it).

For example, a 3.4 DOHC reved to 7000 RPM has the following theoritical top speeds in each gear
Isuzu (MT2) 1st: 41.46mph, 2nd: 75.81mph, 3rd: 106.66mph, 4th: 150.15mph, 5th: 208.99mph
Getreg (MG2/M282) 1st: 41.01mph, 2nd: 70.01mph, 3rd: 104.00mph, 4th: 152.69mph, 5th: 199.34mph
Getreg (M284) 1st: 40.80mph, 2nd: 61.92mph, 3rd: 95.39mph, 4th: 129.52mph, 5th: 196.08mph

As you can see the stock fiero trannies are simply geared too high. The 284 is nice since its got lower gearing in the first four gears, but 5th is fairly high so you can get some fuel economy out of the motor. Besides, for almost any type of racing your not going to be shifting into 5th with this motor anyway.

quote Originally posted by Rickady88GT: Torque is made with length of stroke more so than bore of cylnder. But with the same displacement the longer the rods and crank stroke is the more leverage you have to make more torque. A basic rule is if you have a longer stoke than bore you will make more torque but if you have a bigger bore than stroke then you will make more HP and higher RPM potential, with all other things being equal. It is all about trade offs. More displacement the more power is not always true, there are many factors that make power. Money and skill are the biggest factors. The engine is very flexable, but you have to pick the one that works best for how you will use it.

This is a misconception. If you compare two cylinders of the same displacement but different bore and stroke, the one with the longer stroke has a proportionately smaller area of piston for the combustion pressure to act on. Remember, pressure is PSI. Large bore motors are used for high RPM because they breathe better.

quote Originally posted by Whuffo: So you could have a cute little 100 cubic inch pushrod motor that produces 120 ft lbs of torque and 80 horsepower - or a fancy little 100 cubic inch DOHC motor that produces 120 ft lbs of torque and 160 horsepower. Line 'em up and let's have a drag race. Which one wins? Well, they both do just about the same - even though the DOHC motor is rated at twice the horsepower.

This is true until the 8000 RPM motor has to shift into second and the 16000 RPM one can stay in first. The lower RPM one has to lose torque multiplication while the higher RPM one keeps it. If you had the car set up with a lower overall gearing, the high RPM motor would kick azz. HP is good if you can use it.

GL

quote Originally posted by Exotic Rida: all of you say that the ferrari motors are high which is true and a viper motor isnt cheap either!!!! a 360 motor cost about 65k new a new viper motor costs about 35-40k the s2000 engine is a better example what if it was a 4 liter v8 pumping 480 hp and 326 ft/lbs of torque at 9000 rpm thats twice the cylinders size and power and still it outperforms a vette motor i like screaming motors thats why im getting my 3.4 installed. oh and DKOV???? whats your price? i have the 3.4 completely rebuilt and i mean completely! ill ship the car and the engine to you

Maybe it was just a typo, but the S2000 engine is a I4, not a V8.

Hey 88-DOHC: Whats the story on the Muncie 4spd? Its geared lower than the Isuzu and Getrag engines isn't it? It would work better with the 3.4TDC then, right?

Cost and durability. Americans can bring any warranty to it's knees. Ask Rolls Royce.

DOHC 3.4 + 4.10 4 speed = FUN!. A great choice trans for the DOHC would be the 3.94 Getrag out of the W41 Cutlass or Achieva SCX

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[This message has been edited by Erik (edited 03-16-2004).]

Tugboat I disagree with you, two engines of the same displacement and running gear will not have the same power band with differing bore/stroke. The longer the crank stroke is the better the leverage is = more torque. No way around it its simple geometry. Yes there are other factors that come into play here when you talk about HP vers Torque, but stroke vers bore is not a misconception.

Since it was asked for, here it is with the same specs as my previous post::

M19 (4 speed with 4.10 FD) 1st: 35.80mph, 2nd: 64.80mph, 3rd: 101.90mph, 4th: 156.00mph
M17 (4 speed with 3.65 FD) 1st: 42.88mph, 2nd: 72.79mph, 3rd: 114.47mph, 4th: 175.23mph

For completeness I included the M17 as well. As you can see the M19 is better then the Isuzu and Getreg 282 but still isn't as ideal as the M284. Ideally it would be better if you could just put in a 3.94 or 4.10 FD ratio into either the Isuzu or the Getreg 282. However, this isn't a viable option anymore as replacement ring and pinion shafts are no longer available for either of these trannies. I have found out that the newer generation of getregs (year 2000+) not only are beefier, but also have 4.17 and a 4.42 FD available. These trannies are what people are using that race Cavilier's. Uncertain whether these match the 60 degree bolt patterns, nor do I have the gear ratios for 1st-5th gears yet either so I can't compare them.

[This message has been edited by 88-DOHC (edited 03-16-2004).]

quote Originally posted by 88-DOHC: Isn't there a problem in that this is a quad 4 tranny and thus wouldn't bolt directly onto the 3.4 DOHC without spitting the case and changing the bell housing? I looked into this tranny at one time (was a while ago) but it seems almost as rare as the M284. I should track down the gearing for this tranny though and compare it to the others.

Right, You would have to change the bellhousing. I had a W41 and was going to do this conversion to the trans for my DOHC but since the motor and trans combo were so rare I decided to sell it as a unit to afellow Fiero enthusiast. I also didnt have aspare getrag for the bellhousing at the time either. I wish I would have kept the trans as it would have rocked with the DOHC powerband and of course had 5th for top end and economy.

[This message has been edited by Erik (edited 03-16-2004).]

Best of both worlds:

Sorry, couldnt help myself... again.

quote Originally posted by Erik: Right, You would have to change the bellhousing. I had a W41 and was going to do this conversion to the trans for my DOHC but since the motor and trans combo were so rare I decided to sell it as a unit to afellow Fiero enthusiast. I also didnt have aspare getrag for the bellhousing at the time either. I wish I would have kept the trans as it would have rocked with the DOHC powerband and of course had 5th for top end and economy.

Havn't been able to find the gear ratios for this tranny. What information I can find says they are basicly the same as the M282 just with a 3.94 FD (which still is much better then the stock M282). I had pulled a couple of M19 out of the junkyard recently and was looking to do the same thing you did. However, if I can find a W41 perhaps I'll go that route instead..

[This message has been edited by 88-DOHC (edited 03-16-2004).]

Stock camaro 3.4 Pistons should net you 8.5:1 or 8.7:1. Im having them duped in forged. Should have gotten a Ford M90, Its would have been easier and more compact.

quote Originally posted by Fierobsessed: Stock camaro 3.4 Pistons should net you 8.5:1 or 8.7:1. Im having them duped in forged. Should have gotten a Ford M90, Its would have been easier and more compact.

Yeah, thats what I was going to use for pistons if and when I get around to doing this. Would be cool because I think it would even make my engine non-interfering (its a 96). Wasn't aware that the Ford M90 was more compact. Oh well, I already have an M90 from a 3800SC. :|

In other news, I got the infomation about the newer getrags that the Cavilier guys are running:

4.42 FD 1st: 32.74mph, 2nd: 58.03mph, 3rd: 86.83mph, 4th: 119.62mph, 5th: 169.89mph
4.17 FD 1st: 34.71mph, 2nd: 65.74mph, 3rd: 103.54mph. 4th: 147.92mph, 5th 180.07mph

Prices from Mantapart.com
4.42 final drive transaxle w/ PG LSD unit - $1,950.00 w/ Quaife LSD-$2,595.00
4.17 final drive w/ 1.89 2nd gear w/ PG LSD unit - $2,250.00 w/ Quaife LSD-$2,850.00

The 4.42 tranny would really go well with the 3.4 DOHC and would be the ideal solution IMO as long as it fits. However, since being laid off, cost is an issue. So looks like I will just swap in a W41 instead.

[This message has been edited by 88-DOHC (edited 03-16-2004).]

An interesting discussion, but what it all boils down to, at least some of the time...

quote Originally posted by Exotic Rida: <snip> all im asking is what makes a person pick a particular engine type?

...is what's available when you have enough funds stashed away to buy it.

My dream swap is a 3800SC, but if I were to run across a "can't turn it down" deal on a 3.4 TDC or a 4.9, I'd seriously consider either one.

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Raydar
88 3.4 coupe...........

Coming soon...
88 Formula, presently under the knife.

quote Originally posted by Raydar: ...is what's available when you have enough funds stashed away to buy it.

So true, although some people are partucular about one engine over another and there is nothing wrong with that.

Anyway, I didn't really mean to get carried away on the whole 3.4 DOHC stuff.... The 3.4 DOHC is still a very fun motor even with the stock getrag gearing, I was just mearly pointing out the options I have found that are available that would better suit its 7000 red line.

quote Originally posted by Erik: DOHC 3.4 + 4.10 4 speed = FUN!. A great choice trans for the DOHC would be the 3.94 Getrag out of the W41 Cutlass or Achieva SCX

where did you get that 3.94, cause if its from a calais, can you get me the vin number for my w41 registry, is it in a junk yard???????

quote Originally posted by Fierobsessed: Best of both worlds: Sorry, couldnt help myself... again.

nah, i like the world mine lives in..

free horsepower with the Turbo, and with very little lag.

I like the 3.4 DOHC for it's "personality". I'm more for the the speed and high revs vers low end grunt and quarter mile quick. like it has been said here by a few, this motor just fits the Fiero as a small exotic.

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3.4 DOHC Turbo swap in progress

so when are you gunna dyno/race that thing kameo kid? im dieing to know what that thing puts out

James Z

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quote Originally posted by Kameo Kid: nah, i like the world mine lives in.. free horsepower with the Turbo, and with very little lag. I like the 3.4 DOHC for it's "personality". I'm more for the the speed and high revs vers low end grunt and quarter mile quick. like it has been said here by a few, this motor just fits the Fiero as a small exotic.

MMMmmm

quote Originally posted by 88-DOHC: I have found out that the newer generation of getregs (year 2000+) not only are beefier, but also have 4.17 and a 4.42 FD available. These trannies are what people are using that race Cavilier's. Uncertain whether these match the 60 degree bolt patterns, nor do I have the gear ratios for 1st-5th gears yet either so I can't compare them.

Interesting that you mention beefier..according to the GM powertrain website the new getrags or only rated for 150lb/ft of torque, which is why I imagine we don't see them mated to any V6's.

Here is the Ford / Yamaha intake

Rob

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88 TTop coupe (CJB #95), 96 3.4DOHC/5 speed in progress

Light travels faster than sound. This is why some people appear bright until you hear them speak

Hmmm... apperently not all the W41 cars came with the limited slip differential. I had located and bought a W41 getrag that was from a 1992 Achieva SCX. Split the case and no limited slip, although the gear ratio is 3.94:1 which is what I was after. Was hopping the limited slip would be an added bonus.