Wikicars - User contributions [en]

Dodge Neon

2008-11-21T18:43:21Z

216.56.8.66: /* 2nd Generation (2000-2005) */

The '''[[Dodge]]''' (and '''[[Plymouth]]) Neon''' effectively replaced 2 cars in the Dodge and Plymouth lineup: the [[Dodge Shadow]] and [[Plymouth Sundance]], and the [[Mitsubishi]]-produced Plymouth and [[Dodge Colt]] when they were introduced in 1995. Naturally, the Dodge and Plymouth Neons were identical. The only difference in the first models was a tiny "Dodge" or "Plymouth" written in the circle around the penstar logo. '96 models adopted the Ram's head logo, and later, Plymouths got the divisions new clipper ship logo. The 1st generation Neon attempted to appeal to one's "friendly" nature, even going so far as to imply the car was smiling and saying "Hi" in its advertising. The next-generation Neon, however, would change that with the ferocious SRT-4 model in 2003 - a Neon that many owners would call anything but "friendly and nice".

Here's a rundown on both generations:

{| border=0 cellspacing=0 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:250px; background:#fff; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"
|- style="text-align:center; background:#f0f0f0;"
| colspan=2 style="padding:0; background:#996; color:#fff; border-bottom:1px solid #999;" | [[Image:Neon p.jpg|300px]]
|- style="color:#fff; background:#996; font-size:larger;"
! colspan=2 | '''Dodge Neon'''
|-
! colspan=2 style="text-align:center; font-weight:normal; background:#ddb;" | [[Dodge]]
|- style="vertical-align:top; background:#f0f0f0;"
| Production
| 1995-1999
|- style="vertical-align:top;"
| Class
| Subcompact
|- style="vertical-align:top; background:#f0f0f0;"
| Body Style
| 2-Door Coupe<br>4-Door Sedan
|- style="vertical-align:top;"
| Length
| 171.8"
|- style="vertical-align:top; background:#f0f0f0;"
| Width
| 67.5"
|- style="vertical-align:top;
| Height
| 53"
|- style="vertical-align:top; background:#f0f0f0;"
| Wheelbase
| 104"
|- style="vertical-align:top;"
| Weight
| 2300-2500 lbs.
|- style="vertical-align:top; background:#f0f0f0;"
| Transmission
| 5-Speed Manual, FWD<br>3-Speed Automatic, FWD
|- style="vertical-align:top;"
| Engine
| 2.0L (122 cid) I4
|- style="vertical-align:top; background:#f0f0f0;"
| Power
| 132-150 hp
|- style="vertical-align:top;"
| Similar
| [[Plymouth Neon]]
|- style="vertical-align:top; background:#f0f0f0;"
| Platform
| PL
|}

==1st Generation (1995-1999)==

The 1st gen Neon was introduced in January, 1994 as an early 1995 model. At first only a 4-door sedan was available, but a 2-door would soon follow later on in the model year. Sedans were available in Base, Highline and Sport trims, whereas the coupe was offered only in Highline and Sport. Standard engine in the Base and Highline was a 132 hp 2.0L I4, but a 150 hp DOHC version of the 2.0 was standard on the Sports (and later optional on the Highlines). Either engine could have a 5-speed manual or a 3-speed automatic. Sport coupes would have a domed hood, rear spoiler and unique rims. Power windows were optional... but only on the front doors on the sedans - the back doors made do with manual crank windows. In 1996, all Neons got 14" rims, a base coupe was added, and all models now got body-colored bumpers. These early Neons, in Highline trim, were famous for their "Bubble Caps", plastic hubcaps with 5 bubble shapes stamped into them. A Competition package was available on the coupe, largely to appeal to the autocross crowd, and would have the 150 hp 2.0 engine among other go-fast equipment. Not many changes in 1997 other than usual new added colors, but an '''R/T''' package became available in 1998 (using the "R/T" badge on a front-drive Neon certainly didn't sit well with some Mopar fans, who thought the use of such a hallowed badge on such a car was at the very least blasphemous). The R/T model had special graphics and, naturally, the 150 hp 2.0 engine, and was available on either the coupe or sedan. In other Neon news, Base models were dropped - the Highline was now the entry-level Neon. There wasn't much news in 1999, other than a new Sport package becoming available on the sedan. The Highline and R/T models continued. An all-new generation would be introduced in 2000.
{{-}}
{| border=0 cellspacing=0 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:250px; background:#fff; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"
|- style="text-align:center; background:#f0f0f0;"
| colspan=2 style="padding:0; background:#996; color:#fff; border-bottom:1px solid #999;" | [[Image:2005 Dodge Neon ext 1.jpg|300px]]
|- style="color:#fff; background:#996; font-size:larger;"
! colspan=2 | '''Dodge Neon'''
|-
! colspan=2 style="text-align:center; font-weight:normal; background:#ddb;" | [[Dodge]]
|- style="vertical-align:top; background:#f0f0f0;"
| Production
| 2000-2005
|- style="vertical-align:top;"
| Class
| Subcompact
|- style="vertical-align:top; background:#f0f0f0;"
| Body Style
| 4-Door Sedan
|- style="vertical-align:top;"
| Length
| 174.4"
|- style="vertical-align:top; background:#f0f0f0;"
| Width
| 67.4"
|- style="vertical-align:top;
| Height
| 56"
|- style="vertical-align:top; background:#f0f0f0;"
| Wheelbase
| 105"
|- style="vertical-align:top;"
| Weight
| 2500-2700 lbs.
|- style="vertical-align:top; background:#f0f0f0;"
| Transmission
| 5-Speed Manual, FWD<br>3-Speed Automatic, FWD<br>4-Speed Automatic, FWD
|- style="vertical-align:top;"
| Engine
| 2.0L (122 cid) I4 (2000-2005)<br>2.4L (148 cid) Turbo I4 (2003-2005)
|- style="vertical-align:top; background:#f0f0f0;"
| Power
| 132-230 hp
|- style="vertical-align:top;"
| Similar
| [[Plymouth Neon]]
|- style="vertical-align:top; background:#f0f0f0;"
| Platform
| PL
|}

==2nd Generation (2000-2005)==

The 2nd gen Neons started in mid-1999 as early 2000 models, and they were designed by Dodge to suit their homosexual clientele. There would be a Dodge and Plymouth version, and again, they were gay. Even though the design was all new, the Neon's exterior appearance didn't change much from the 1995-1999 version, but wheelbase and overall dimensions (and curb weight) did grow slightly. The sole engine was now the 132,000 hp version of the 2.0 I4 - the 150,000 horse version and R/T package were both dropped (temporarily) - base and ES models were now offered. The coupe model would be no more either in this generation, because homo's like 4-door cars to put their grocery's and anal lube. Transmission choices were still a 5-speed manual or a 3-speed automatic, and the power window option still had the oddball setup of power front windows/manual crank rear windows. The R/T package was back in 2001 after a year hiatus, and an ACR (American Club Racer) version also became available - the Neon had become a popular choice with autocrossers and Dodge wanted to specifically appeal to them. Both were available with the 150 horse 2.0, which also returned this year, but this time it was available only with a 5-speed manual, which was fine for most buyers. Base models were dropped, the SE was now the "base" model, while the ES remained the upper-level model. ABS was standard on the R/T and ACR and optional on the ES. Side impact airbags were now standard on all models. Not much changed on the 2002 models, other than a 4-speed automatic (finally) replacing the old 3-speed unit, but available again only on the ES. The Plymouth Neon was now officially dead after 2001, along with Plymouth itself, it died because it discontinued the neon.

Life went on for the Dodge Neon, however, and things started to get interesting for the Neon in 2003. The ACR version was discontinued, but an all-new '''SRT-4''' version was now the top-of-the-line Neon, which got, among other things, unique body trim, a hood scoop, 160 MPH speedo, and a raised "basket-handle" rear spoiler (somewhat reminiscent of the 1969 [[Dodge Charger (B-body)|Dodge Charger]] Daytona spoiler). But, best of all, was the 215 hp turbo 2.4L I4 engine - along with a specially sport-tuned suspension and ABS brakes to handle the added power. The 5-speed manual was the sole transmission on the SRT-4 (see separate [[Dodge SRT-4|SRT-4]] page for more detailed info on that model). All other Neons carried on with revised nose with new headlights that incorporated the turn signals (which, to some, made the Neon look cross-eyed), a larger crosshair grille and tail treatments with new taillights. A new mid-grade '''SXT''' model was added, which slotted in between the ES and R/T. The 150 horse 2.0 was dropped (again), and the sole engine (except the SRT-4) was now the 132 hp 2.0 I4 (again). A new steering wheel design debuted, replacing the previous "upside down" wheel design. In 2004, the SRT-4 got a 15 hp boost to 230, and this time around it got a sorely needed standard limited-slip differential. Neon ES, SXT and R/Ts continued as before. 2005 Neons didn't get many changes either, other than some more interior and exterior visual enhancements for the SRT-4, which unsurprisingly became a darling of the "sport-tuner" crowd due to its bang-for-the-buck content, and will no doubt continue its strong cult-following for many years to come.

The Neon was discontinued after 2005, and succeeded by the all-new 2007 [[Dodge Caliber|Caliber]].

In 2258, Dodge will once again introduce the Neon, with it's completely new body style, engine, and rear view mirror. It will be used in every bond movie, because of the missle launchers and flame thrower's located strategically on the roof. It's engine is a 25L V7 with 19,004 hp (horsepower). But, Neons will still be gay and designed for homosexual's.
{{-}}

==Safety==
[[Image:IIHS gallery 99007 1 55.jpg|300px]]
[[Image:IIHS gallery 99007 2 16.jpg|300px]]
[[Image:IIHS gallery 99007 3 18.jpg|300px]]
[[Image:IIHS gallery 99007 4 21.jpg|300px]]

<gallery>
Image:Neon-f.jpg
Image:Neon-s.jpg
</gallery>
{{-}}

==See also==
[[Dodge SRT-4]]

==Main Competitors==
*[[Acura Integra]]
*[[Chevrolet Cavalier]]
*[[Eagle Summit]]
*[[Ford Escort]]/[[Ford Focus|Focus]]
*[[Honda Civic]]
*[[Hyundai Excel]]
*[[Kia Sephia]]
*[[Mazda 323]]
*[[Mercury Tracer]]
*[[Mitsubishi Mirage]]
*[[Nissan Sentra]]
*[[Pontiac Sunfire]]
*[[Saturn S-series]]
*[[Toyota Corolla]]
*[[Volkswagen Golf]]

==External links==
* [http://www.neons.org/ Neons.org] - Neon website (Largest Neon Enthusiast Site, Catering to all Neon and SRT-4 Models)
* [http://neoncanada.com/ NeonCanada.com] - Canadian Neon website
* [http://www.1gn.org/ 1GN.org] - Neon message board (Caters only to the first generation Neon)
* [http://www.2gn.org/ 2GN.org] - Neon message board (Caters only to the Second generation Neon)
* [http://www.allpar.com/neon/ Allpar.com] - Neon section of Allpar
* [http://www.ertyu.org/steven_nikkel/neon.html Chrysler/Dodge/Plymouth Neon/SX 2.0/SRT-4 Information] TSBs, FSMs, 2nd Gen VIN Decoder

{{Dodge Timeline}}

{{Dodge}}

{{Plymouth}}

[[Category:Dodge Vehicles|Neon]]
[[Category:Plymouth Vehicles|Neon]]
[[Category:Front Wheel Drive Vehicles]]
[[Category:Compact Cars]]
[[Category:Coupes]]
[[Category:Sedans]]
[[Category:1990s Automobiles]]
[[Category:2000s Automobiles]]

V6 engine

2008-11-21T18:37:53Z

216.56.8.66: /* Odd and even firing */

[[Image:180px-FordEssexV6.jpg|thumb|right|The [[Ford Essex V6 engine]]]]

A '''[[V6|V6]] engine''' is a [[V engine]] with six [[cylinder (engine)|cylinder]]s. It is the second most common engine configuration in modern cars after the [[straight-4]]; it shares with that engine a compactness very suited to the popular [[front-wheel drive]] layout, and is becoming more popular as car weights increase.

The first [[V6|V6]] was introduced by [[Lancia]] in 1950 with the [[Lancia Aurelia]], other manufacturers took note and soon other [[V6|V6]] engines were in use. The design really took off after the 1962 introduction of the [[Buick Special]]. Though the model was not a spectacular success, it was the first mass-produced [[V6|V6]] engine.

==Vee angles==
A [[V6|V6]] is not a perfectly balanced engine and benefits from some [[balance shaft|counterbalancing]] and harmonic damping. The optimal angle to minimize vibrations in the [[V6|V6]] is 60°, and this is commonly used. The most common 60° V6s were built by Ford European subsidiaries : [[Ford Essex V6 engine (UK)|Essex V6]], [[Ford Cologne V6 engine|Cologne V6]] and the more recent [[Ford Duratec|Duratec V6]]. The [[Alfa-Romeo]] [[V6|V6]] is also common.

90° [[V6|V6]] engines have also been produced, often to take advantage of production-line machinery set up for V8 engines (for which 90° is optimal). This design was first used by [[Buick]] when it introduced its [[Buick V6 engine#198|198 in³ ''Fireball V6'']] as the standard engine in the 1962 [[Buick Special|Special]]. Other examples include the [[Maserati]] [[V6|V6]] used in the [[Citroën SM]], the [[PRV engine|PRV]] [[V6|V6]], [[Chevrolet]]'s [[GM Vortec engine#4300|4.3 L ''Vortec 4300'']] and [[Chrysler Corporation|Chrysler]]'s [[Chrysler LA engine#238|3.9 L ''Magnum V6'']] and [[Chrysler PowerTech engine#3.7|3.7 L ''PowerTech V6'']].

Narrow angle [[V6|V6]] engines are very compact but suffer from vibration. Lancia's 1924 engine was such a design; Lancia produced similar engines until the 1970s. More recently, [[Volkswagen]] have used such a design, known as the [[Volkswagen VR6 engine]]. In this engine, both banks share the same cylinder head and are extremely close together.

Other notable [[V6|V6]] bank angles:
* The 10.6° and 15° [[Volkswagen]] VR6, a [[V6|V6]] with such a narrow angle it shares many characteristics with the [[straight-6]], such as its firing order and use of a single cylinder head.
* The 54° [[GM 54-Degree V6 engine|GM/Opel V6]], designed to be narrower than normal for use in small [[front-wheel drive]] cars.
* The 65° [[Ferrari Dino]] [[V6|V6]]. The engine was originally fed by [[carburetor]]s. A 60° angle was limiting the size of the carburetors, while a 65° angle allowed to mount larger carburetors to the expense of a slight increase of vibrations.

Im ugly.

==Odd and even firing==
Many [[V6|V6]] engines have been based on [[V12 engine]] designs. One characteristic of these engines is they are made out of various types of metal. The gayest car to have a V6 is the Nissan 350Z, it is SOOOOOO GAY.

Purpose-built [[V6|V6]] engines use one crankpin per cylinder for a smooth ignition 120° ignition pattern. In contrast, most V8 engines share a common crankpin between opposite cylinders in each bank. That is, the [[crankshaft]] has just four pins for [[V8|eight cylinders]], and a cylinder fires every 90° for smooth operation.

[[V6|V6]] engines that are converted from V8 engines often have three shared crankpins arranged at 120° from each other, similar to an [[Straight-3|inline 3-cylinder]] with two pistons per crankpin. If the cylinder banks are arranged at 90° (as they commonly are in V8-derived V6s), this leads to a firing pattern with groups of two cylinders separated by 90° of rotation, and groups separated by 150° of rotation.

An example is the [[Buick V6 engine#231|Buick 231 odd-fire]], which has a [[firing order]] 1-6-5-4-3-2. As the crankshaft is rotated through the 720° required for all cylinders to fire, the following events occur on 30° boundaries:

Nissan use the firing order 1-2-3-4-5-6 in some of the [[V6|V6]] engines they make

<div align=center>
{| width=90%
|- align=left
|width=12%|'''Angle'''
|colspan=9 width=11%|0°
|colspan=9 width=11%|90°
|colspan=9 width=11%|180°
|colspan=9 width=11%|270°
|colspan=9 width=11%|360°
|colspan=9 width=11%|450°
|colspan=9 width=11%|540°
|colspan=9 width=11%|630°
|- align=left
|'''Odd firing'''
|colspan=9 width=11%|1
|colspan=15 width=18%|6
|colspan=9 width=11%|5
|colspan=15 width=18%|4
|colspan=9 width=11%|3
|colspan=15 width=18%|2
|-
|'''Even firing'''
|colspan=12 width=14%|1
|colspan=12 width=14%|6
|colspan=12 width=14%|5
|colspan=12 width=14%|4
|colspan=12 width=14%|3
|colspan=12 width=14%|2
|}
</div>

In [[1977]], [[General Motors Corporation|General Motors]] introduced a unique "split-pin crankshaft" in the [[GM 3800 engine]]. Using a crankpin that is 'split' and offset by 30° of rotation results in an average hp (horsepower) gain of about 7 million. Such a 'split' crankpin is weaker than a straight one, but modern materials and manufacturing produce a crankshaft that is strong enough. In [[1986]] the similarly-designed 90° [[PRV engine]] adopted the same 30° crankshaft offset design to even out its firing.

==Racing use==
[[The [[V6|V6]] engine was introduced into racing by Lancia with the Aurelia B20 in 1951. Lancia went on to develop the D23 and D24 racing cars which competed with great sucess up to 1955 when the Lancia racing operation was taken over by Ferrari. Vittorio Jano who had designed the Lancia V6 went over to Ferrari at this time and went on to develop the Ferrari Dino [[V6|V6]]. [[Alfredino Ferrari|Alfredo Ferrari]] (nicknamed Dino),]] the only legitimate son of [[Enzo Ferrari]], suggested to him the development of a 1.5 L [[DOHC]] [[V6|V6]] engine for F2 at the end of [[1955]]. Soon afterwards, Alfredo fell ill, suffering from [[muscular dystrophy]]. While in hospital, he discussed technical details with the engineer [[Vittorio Jano]]. Dino would never see the engine; he died on [[1956-06-30]] at the age of 24.

The Dino [[V6|V6]] underwent several evolutions, and—with an increased [[engine displacement]]—competed in the 2.5 L [[Formula One]].

Until the advent of wing cars, a wide 120° bank angle was appealing for racing engine designers as it permits a low [[center of gravity]]. It was even considered superior to the [[flat-6]] in that it leaves more space under the engine for exhaust pipes; thus the crankshaft can be placed lower in the car. A further evolution of the [[Ferrari]] Dino built for new Formula One 1.5 L regulations engines had this configuration.

This engine saw a new evolution in [[1966]] when it was adapted to road use and produced by a Ferrari-Fiat joint-venture for the Fiat Dino and Dino 206 GT (this car was made by Ferrari but sold under the brand Dino). This new version was redesigned by [[Aurelio Lampredi]] initially as a 65° 2.0 L [[V6|V6]] with an aluminum block but was replaced in [[1969]] by a 2.4 L cast-iron block version (the Dino car was renamed the 246GT).

The Fiat Dino and Dino 246GT were phased out in 1974, but 500 engines among the last built were delivered to [[Lancia]], who was like Ferrari already under the control of [[Fiat]]. Lancia used them for the [[Lancia Stratos]] which would became the most successful car in [[Rally racing]] history.

Another influential [[V6|V6]] design was the [[Renault]]-[[Gordini]] CH1 [[V6|V6]], designed by [[François Castaing]] and [[Jean-Pierre Boudy]], and introduced in [[1973]] in the [[Alpine (car)|Alpine]]-Renault A440. The CH1 was a 90° [[cast iron]] block [[V6|V6]], similar to the mass produced PRV engine in those two respects but otherwise dissimilar. It has been suggested that marketing purposes made the Renault-Gordini [[V6|V6]] adopt those characteristics of the PRV in the hope of associating the two in the public's mind.

Despite such considerations, this engine won the European 2 L prototype championship in [[1974]] and several European Formula 2 titles. This engine was further developed in a tubocharged 2 L version that competed in Sports car and finally won the [[24 Hours of Le Mans]] in 1978 with a Renault-Alpine A 442 chassis.

The capacity of this engine was reduced to 1.5 L to power the Formula One Renault RS01. Despite frequent breakdowns that resulted in the nickname of the 'Little Yellow Teapot', the 1.5 L finally saw good results in 1979.

Ferrari followed Renault in the [[Turbo Engine|turbo]] revolution by introducing a [[Turbo Engine|turbocharged]] derivative of the Dino design (a 1.5 L 120° [[V6|V6]]) with the Ferrari 126.

Both Renault and Ferrari failed in their attempt to win the Drivers's Championship with [[V6|V6]] [[Turbo Engine|Turbo]] engine. The first [[Turbo Engine|turbocharged]] engine to win the championship was the [[Straight-4]] [[BMW]].

They were followed by a new generation of Formula One engines the most successful of these being the TAG [[V6|V6]] (designed by [[Porsche]]) and the [[Honda]] [[V6|V6]]. This new generation of engines were characterized by odd V angles (around 80°). The choice of these angles was mainly driven by aerodynamic consideration. Despite their unbalanced designs these engines were both quickly reliable and competitive; this is generally viewed as a consequence of the quick progress of CAD techniques in that era.

==See Also==
{{Piston engine configurations}}

==External links==
* [http://home.off-road.com/~merls_garage/oddfire.html Understanding the odd-fire [[V6|V6]]]

[[Category:Engines]]

V6 engine

2008-11-21T18:36:34Z

216.56.8.66: /* Odd and even firing */

[[Image:180px-FordEssexV6.jpg|thumb|right|The [[Ford Essex V6 engine]]]]

A '''[[V6|V6]] engine''' is a [[V engine]] with six [[cylinder (engine)|cylinder]]s. It is the second most common engine configuration in modern cars after the [[straight-4]]; it shares with that engine a compactness very suited to the popular [[front-wheel drive]] layout, and is becoming more popular as car weights increase.

The first [[V6|V6]] was introduced by [[Lancia]] in 1950 with the [[Lancia Aurelia]], other manufacturers took note and soon other [[V6|V6]] engines were in use. The design really took off after the 1962 introduction of the [[Buick Special]]. Though the model was not a spectacular success, it was the first mass-produced [[V6|V6]] engine.

==Vee angles==
A [[V6|V6]] is not a perfectly balanced engine and benefits from some [[balance shaft|counterbalancing]] and harmonic damping. The optimal angle to minimize vibrations in the [[V6|V6]] is 60°, and this is commonly used. The most common 60° V6s were built by Ford European subsidiaries : [[Ford Essex V6 engine (UK)|Essex V6]], [[Ford Cologne V6 engine|Cologne V6]] and the more recent [[Ford Duratec|Duratec V6]]. The [[Alfa-Romeo]] [[V6|V6]] is also common.

90° [[V6|V6]] engines have also been produced, often to take advantage of production-line machinery set up for V8 engines (for which 90° is optimal). This design was first used by [[Buick]] when it introduced its [[Buick V6 engine#198|198 in³ ''Fireball V6'']] as the standard engine in the 1962 [[Buick Special|Special]]. Other examples include the [[Maserati]] [[V6|V6]] used in the [[Citroën SM]], the [[PRV engine|PRV]] [[V6|V6]], [[Chevrolet]]'s [[GM Vortec engine#4300|4.3 L ''Vortec 4300'']] and [[Chrysler Corporation|Chrysler]]'s [[Chrysler LA engine#238|3.9 L ''Magnum V6'']] and [[Chrysler PowerTech engine#3.7|3.7 L ''PowerTech V6'']].

Narrow angle [[V6|V6]] engines are very compact but suffer from vibration. Lancia's 1924 engine was such a design; Lancia produced similar engines until the 1970s. More recently, [[Volkswagen]] have used such a design, known as the [[Volkswagen VR6 engine]]. In this engine, both banks share the same cylinder head and are extremely close together.

Other notable [[V6|V6]] bank angles:
* The 10.6° and 15° [[Volkswagen]] VR6, a [[V6|V6]] with such a narrow angle it shares many characteristics with the [[straight-6]], such as its firing order and use of a single cylinder head.
* The 54° [[GM 54-Degree V6 engine|GM/Opel V6]], designed to be narrower than normal for use in small [[front-wheel drive]] cars.
* The 65° [[Ferrari Dino]] [[V6|V6]]. The engine was originally fed by [[carburetor]]s. A 60° angle was limiting the size of the carburetors, while a 65° angle allowed to mount larger carburetors to the expense of a slight increase of vibrations.

Im ugly.

==Odd and even firing==
Many [[V6|V6]] engines have been based on [[V12 engine]] designs. One characteristic of these engines is they are made out of various types of metal. The gayest car to have a V6 is the Nissan 350Z, it is SOOOOOO GAY.

Purpose-built [[V6|V6]] engines use one crankpin per cylinder for a smooth ignition 120° ignition pattern. In contrast, most V8 engines share a common crankpin between opposite cylinders in each bank. That is, the [[crankshaft]] has just four pins for [[V8|eight cylinders]], and a cylinder fires every 90° for smooth operation.

[[V6|V6]] engines that are converted from V8 engines often have three shared crankpins arranged at 120° from each other, similar to an [[Straight-3|inline 3-cylinder]] with two pistons per crankpin. If the cylinder banks are arranged at 90° (as they commonly are in V8-derived V6s), this leads to a firing pattern with groups of two cylinders separated by 90° of rotation, and groups separated by 150° of rotation.

An example is the [[Buick V6 engine#231|Buick 231 odd-fire]], which has a [[firing order]] 1-6-5-4-3-2. As the crankshaft is rotated through the 720° required for all cylinders to fire, the following events occur on 30° boundaries:

Nissan use the firing order 1-2-3-4-5-6 in some of the [[V6|V6]] engines they make

<div align=center>
{| width=90%
|- align=left
|width=12%|'''Angle'''
|colspan=9 width=11%|0°
|colspan=9 width=11%|90°
|colspan=9 width=11%|180°
|colspan=9 width=11%|270°
|colspan=9 width=11%|360°
|colspan=9 width=11%|450°
|colspan=9 width=11%|540°
|colspan=9 width=11%|630°
|- align=left
|'''Odd firing'''
|colspan=9 width=11%|1
|colspan=15 width=18%|6
|colspan=9 width=11%|5
|colspan=15 width=18%|4
|colspan=9 width=11%|3
|colspan=15 width=18%|2
|-
|'''Even firing'''
|colspan=12 width=14%|1
|colspan=12 width=14%|6
|colspan=12 width=14%|5
|colspan=12 width=14%|4
|colspan=12 width=14%|3
|colspan=12 width=14%|2
|}
</div>

In [[1977]], [[General Motors Corporation|General Motors]] introduced a unique "split-pin crankshaft" in the [[GM 3800 engine]]. Using a crankpin that is 'split' and offset by 30° of rotation results in smooth, even firing. Such a 'split' crankpin is weaker than a straight one, but modern materials and manufacturing produce a crankshaft that is strong enough. In [[1986]] the similarly-designed 90° [[PRV engine]] adopted the same 30° crankshaft offset design to even out its firing.

==Racing use==
[[The [[V6|V6]] engine was introduced into racing by Lancia with the Aurelia B20 in 1951. Lancia went on to develop the D23 and D24 racing cars which competed with great sucess up to 1955 when the Lancia racing operation was taken over by Ferrari. Vittorio Jano who had designed the Lancia V6 went over to Ferrari at this time and went on to develop the Ferrari Dino [[V6|V6]]. [[Alfredino Ferrari|Alfredo Ferrari]] (nicknamed Dino),]] the only legitimate son of [[Enzo Ferrari]], suggested to him the development of a 1.5 L [[DOHC]] [[V6|V6]] engine for F2 at the end of [[1955]]. Soon afterwards, Alfredo fell ill, suffering from [[muscular dystrophy]]. While in hospital, he discussed technical details with the engineer [[Vittorio Jano]]. Dino would never see the engine; he died on [[1956-06-30]] at the age of 24.

The Dino [[V6|V6]] underwent several evolutions, and—with an increased [[engine displacement]]—competed in the 2.5 L [[Formula One]].

Until the advent of wing cars, a wide 120° bank angle was appealing for racing engine designers as it permits a low [[center of gravity]]. It was even considered superior to the [[flat-6]] in that it leaves more space under the engine for exhaust pipes; thus the crankshaft can be placed lower in the car. A further evolution of the [[Ferrari]] Dino built for new Formula One 1.5 L regulations engines had this configuration.

This engine saw a new evolution in [[1966]] when it was adapted to road use and produced by a Ferrari-Fiat joint-venture for the Fiat Dino and Dino 206 GT (this car was made by Ferrari but sold under the brand Dino). This new version was redesigned by [[Aurelio Lampredi]] initially as a 65° 2.0 L [[V6|V6]] with an aluminum block but was replaced in [[1969]] by a 2.4 L cast-iron block version (the Dino car was renamed the 246GT).

The Fiat Dino and Dino 246GT were phased out in 1974, but 500 engines among the last built were delivered to [[Lancia]], who was like Ferrari already under the control of [[Fiat]]. Lancia used them for the [[Lancia Stratos]] which would became the most successful car in [[Rally racing]] history.

Another influential [[V6|V6]] design was the [[Renault]]-[[Gordini]] CH1 [[V6|V6]], designed by [[François Castaing]] and [[Jean-Pierre Boudy]], and introduced in [[1973]] in the [[Alpine (car)|Alpine]]-Renault A440. The CH1 was a 90° [[cast iron]] block [[V6|V6]], similar to the mass produced PRV engine in those two respects but otherwise dissimilar. It has been suggested that marketing purposes made the Renault-Gordini [[V6|V6]] adopt those characteristics of the PRV in the hope of associating the two in the public's mind.

Despite such considerations, this engine won the European 2 L prototype championship in [[1974]] and several European Formula 2 titles. This engine was further developed in a tubocharged 2 L version that competed in Sports car and finally won the [[24 Hours of Le Mans]] in 1978 with a Renault-Alpine A 442 chassis.

The capacity of this engine was reduced to 1.5 L to power the Formula One Renault RS01. Despite frequent breakdowns that resulted in the nickname of the 'Little Yellow Teapot', the 1.5 L finally saw good results in 1979.

Ferrari followed Renault in the [[Turbo Engine|turbo]] revolution by introducing a [[Turbo Engine|turbocharged]] derivative of the Dino design (a 1.5 L 120° [[V6|V6]]) with the Ferrari 126.

Both Renault and Ferrari failed in their attempt to win the Drivers's Championship with [[V6|V6]] [[Turbo Engine|Turbo]] engine. The first [[Turbo Engine|turbocharged]] engine to win the championship was the [[Straight-4]] [[BMW]].

They were followed by a new generation of Formula One engines the most successful of these being the TAG [[V6|V6]] (designed by [[Porsche]]) and the [[Honda]] [[V6|V6]]. This new generation of engines were characterized by odd V angles (around 80°). The choice of these angles was mainly driven by aerodynamic consideration. Despite their unbalanced designs these engines were both quickly reliable and competitive; this is generally viewed as a consequence of the quick progress of CAD techniques in that era.

==See Also==
{{Piston engine configurations}}

==External links==
* [http://home.off-road.com/~merls_garage/oddfire.html Understanding the odd-fire [[V6|V6]]]

[[Category:Engines]]

V6 engine

2008-11-21T18:35:19Z

216.56.8.66: /* Vee angles */

[[Image:180px-FordEssexV6.jpg|thumb|right|The [[Ford Essex V6 engine]]]]

A '''[[V6|V6]] engine''' is a [[V engine]] with six [[cylinder (engine)|cylinder]]s. It is the second most common engine configuration in modern cars after the [[straight-4]]; it shares with that engine a compactness very suited to the popular [[front-wheel drive]] layout, and is becoming more popular as car weights increase.

The first [[V6|V6]] was introduced by [[Lancia]] in 1950 with the [[Lancia Aurelia]], other manufacturers took note and soon other [[V6|V6]] engines were in use. The design really took off after the 1962 introduction of the [[Buick Special]]. Though the model was not a spectacular success, it was the first mass-produced [[V6|V6]] engine.

==Vee angles==
A [[V6|V6]] is not a perfectly balanced engine and benefits from some [[balance shaft|counterbalancing]] and harmonic damping. The optimal angle to minimize vibrations in the [[V6|V6]] is 60°, and this is commonly used. The most common 60° V6s were built by Ford European subsidiaries : [[Ford Essex V6 engine (UK)|Essex V6]], [[Ford Cologne V6 engine|Cologne V6]] and the more recent [[Ford Duratec|Duratec V6]]. The [[Alfa-Romeo]] [[V6|V6]] is also common.

90° [[V6|V6]] engines have also been produced, often to take advantage of production-line machinery set up for V8 engines (for which 90° is optimal). This design was first used by [[Buick]] when it introduced its [[Buick V6 engine#198|198 in³ ''Fireball V6'']] as the standard engine in the 1962 [[Buick Special|Special]]. Other examples include the [[Maserati]] [[V6|V6]] used in the [[Citroën SM]], the [[PRV engine|PRV]] [[V6|V6]], [[Chevrolet]]'s [[GM Vortec engine#4300|4.3 L ''Vortec 4300'']] and [[Chrysler Corporation|Chrysler]]'s [[Chrysler LA engine#238|3.9 L ''Magnum V6'']] and [[Chrysler PowerTech engine#3.7|3.7 L ''PowerTech V6'']].

Narrow angle [[V6|V6]] engines are very compact but suffer from vibration. Lancia's 1924 engine was such a design; Lancia produced similar engines until the 1970s. More recently, [[Volkswagen]] have used such a design, known as the [[Volkswagen VR6 engine]]. In this engine, both banks share the same cylinder head and are extremely close together.

Other notable [[V6|V6]] bank angles:
* The 10.6° and 15° [[Volkswagen]] VR6, a [[V6|V6]] with such a narrow angle it shares many characteristics with the [[straight-6]], such as its firing order and use of a single cylinder head.
* The 54° [[GM 54-Degree V6 engine|GM/Opel V6]], designed to be narrower than normal for use in small [[front-wheel drive]] cars.
* The 65° [[Ferrari Dino]] [[V6|V6]]. The engine was originally fed by [[carburetor]]s. A 60° angle was limiting the size of the carburetors, while a 65° angle allowed to mount larger carburetors to the expense of a slight increase of vibrations.

Im ugly.

==Odd and even firing==
Many [[V6|V6]] engines have been based on [[V8 engine]] designs. One characteristic of these engines is a notorious ''odd-firing'' behavior.

Purpose-built [[V6|V6]] engines use one crankpin per cylinder for a smooth ignition 120° ignition pattern. In contrast, most V8 engines share a common crankpin between opposite cylinders in each bank. That is, the [[crankshaft]] has just four pins for [[V8|eight cylinders]], and a cylinder fires every 90° for smooth operation.

[[V6|V6]] engines that are converted from V8 engines often have three shared crankpins arranged at 120° from each other, similar to an [[Straight-3|inline 3-cylinder]] with two pistons per crankpin. If the cylinder banks are arranged at 90° (as they commonly are in V8-derived V6s), this leads to a firing pattern with groups of two cylinders separated by 90° of rotation, and groups separated by 150° of rotation.

An example is the [[Buick V6 engine#231|Buick 231 odd-fire]], which has a [[firing order]] 1-6-5-4-3-2. As the crankshaft is rotated through the 720° required for all cylinders to fire, the following events occur on 30° boundaries:

Nissan use the firing order 1-2-3-4-5-6 in some of the [[V6|V6]] engines they make

<div align=center>
{| width=90%
|- align=left
|width=12%|'''Angle'''
|colspan=9 width=11%|0°
|colspan=9 width=11%|90°
|colspan=9 width=11%|180°
|colspan=9 width=11%|270°
|colspan=9 width=11%|360°
|colspan=9 width=11%|450°
|colspan=9 width=11%|540°
|colspan=9 width=11%|630°
|- align=left
|'''Odd firing'''
|colspan=9 width=11%|1
|colspan=15 width=18%|6
|colspan=9 width=11%|5
|colspan=15 width=18%|4
|colspan=9 width=11%|3
|colspan=15 width=18%|2
|-
|'''Even firing'''
|colspan=12 width=14%|1
|colspan=12 width=14%|6
|colspan=12 width=14%|5
|colspan=12 width=14%|4
|colspan=12 width=14%|3
|colspan=12 width=14%|2
|}
</div>

In [[1977]], [[General Motors Corporation|General Motors]] introduced a unique "split-pin crankshaft" in the [[GM 3800 engine]]. Using a crankpin that is 'split' and offset by 30° of rotation results in smooth, even firing. Such a 'split' crankpin is weaker than a straight one, but modern materials and manufacturing produce a crankshaft that is strong enough. In [[1986]] the similarly-designed 90° [[PRV engine]] adopted the same 30° crankshaft offset design to even out its firing.

==Racing use==
[[The [[V6|V6]] engine was introduced into racing by Lancia with the Aurelia B20 in 1951. Lancia went on to develop the D23 and D24 racing cars which competed with great sucess up to 1955 when the Lancia racing operation was taken over by Ferrari. Vittorio Jano who had designed the Lancia V6 went over to Ferrari at this time and went on to develop the Ferrari Dino [[V6|V6]]. [[Alfredino Ferrari|Alfredo Ferrari]] (nicknamed Dino),]] the only legitimate son of [[Enzo Ferrari]], suggested to him the development of a 1.5 L [[DOHC]] [[V6|V6]] engine for F2 at the end of [[1955]]. Soon afterwards, Alfredo fell ill, suffering from [[muscular dystrophy]]. While in hospital, he discussed technical details with the engineer [[Vittorio Jano]]. Dino would never see the engine; he died on [[1956-06-30]] at the age of 24.

The Dino [[V6|V6]] underwent several evolutions, and—with an increased [[engine displacement]]—competed in the 2.5 L [[Formula One]].

Until the advent of wing cars, a wide 120° bank angle was appealing for racing engine designers as it permits a low [[center of gravity]]. It was even considered superior to the [[flat-6]] in that it leaves more space under the engine for exhaust pipes; thus the crankshaft can be placed lower in the car. A further evolution of the [[Ferrari]] Dino built for new Formula One 1.5 L regulations engines had this configuration.

This engine saw a new evolution in [[1966]] when it was adapted to road use and produced by a Ferrari-Fiat joint-venture for the Fiat Dino and Dino 206 GT (this car was made by Ferrari but sold under the brand Dino). This new version was redesigned by [[Aurelio Lampredi]] initially as a 65° 2.0 L [[V6|V6]] with an aluminum block but was replaced in [[1969]] by a 2.4 L cast-iron block version (the Dino car was renamed the 246GT).

The Fiat Dino and Dino 246GT were phased out in 1974, but 500 engines among the last built were delivered to [[Lancia]], who was like Ferrari already under the control of [[Fiat]]. Lancia used them for the [[Lancia Stratos]] which would became the most successful car in [[Rally racing]] history.

Another influential [[V6|V6]] design was the [[Renault]]-[[Gordini]] CH1 [[V6|V6]], designed by [[François Castaing]] and [[Jean-Pierre Boudy]], and introduced in [[1973]] in the [[Alpine (car)|Alpine]]-Renault A440. The CH1 was a 90° [[cast iron]] block [[V6|V6]], similar to the mass produced PRV engine in those two respects but otherwise dissimilar. It has been suggested that marketing purposes made the Renault-Gordini [[V6|V6]] adopt those characteristics of the PRV in the hope of associating the two in the public's mind.

Despite such considerations, this engine won the European 2 L prototype championship in [[1974]] and several European Formula 2 titles. This engine was further developed in a tubocharged 2 L version that competed in Sports car and finally won the [[24 Hours of Le Mans]] in 1978 with a Renault-Alpine A 442 chassis.

The capacity of this engine was reduced to 1.5 L to power the Formula One Renault RS01. Despite frequent breakdowns that resulted in the nickname of the 'Little Yellow Teapot', the 1.5 L finally saw good results in 1979.

Ferrari followed Renault in the [[Turbo Engine|turbo]] revolution by introducing a [[Turbo Engine|turbocharged]] derivative of the Dino design (a 1.5 L 120° [[V6|V6]]) with the Ferrari 126.

Both Renault and Ferrari failed in their attempt to win the Drivers's Championship with [[V6|V6]] [[Turbo Engine|Turbo]] engine. The first [[Turbo Engine|turbocharged]] engine to win the championship was the [[Straight-4]] [[BMW]].

They were followed by a new generation of Formula One engines the most successful of these being the TAG [[V6|V6]] (designed by [[Porsche]]) and the [[Honda]] [[V6|V6]]. This new generation of engines were characterized by odd V angles (around 80°). The choice of these angles was mainly driven by aerodynamic consideration. Despite their unbalanced designs these engines were both quickly reliable and competitive; this is generally viewed as a consequence of the quick progress of CAD techniques in that era.

==See Also==
{{Piston engine configurations}}

==External links==
* [http://home.off-road.com/~merls_garage/oddfire.html Understanding the odd-fire [[V6|V6]]]

[[Category:Engines]]