just trying to learn some reasone why…
torque
jeff how come i dont have any then lol its an inline 4 lol
less vibration, high red line, and typically longer engine life
With 6cyls, the exhausts on I6 engines usually sound way better than that of a a V6.
Odd # of cyls per bank usually sounds worse than even (Viper).
Inline motors are usually more compact than their V-configuration relatives.
VR6 was an example of a narrow angle V6 (15 degrees if memory serves me correctly) which had some properties of both I and V.
Boxer, opposed style motors, are like 180 degree V’s with broad flat torque curves and compact dimensions.
Space for output, tho, rotary are awesome.
not all are higher red lines like the ford 4.9 or the jeep 4.0
main thing is longer engine life because of less vibration better harmonics. id take an I-6 over alot of v-8’s and definately an I-6 over a v-6
Correct me if im wrong, But would the redline in those motors be limited by compression, crank, rod length, or another series of misc. variables??
Just like he said. Inline sixes are natural torquers. BMW knew this.
rotating assembly moves straight up and down= less ring and cylinder wall wear and gravity helps on downstroke(i would think) and most are hemisphearicle designed…im not sure if all of them are like this.
:wtf:
i thought its main pro was broad power range…smoothness
no torque that peaks off in 3k like a v8 or rev to heaven to make power from 4k like a 4banger and beyound…but rather a nice flat torque powerband throughout the most seen rpms
It’s not like the piston doesn’t move “straight up and down” as compared to the cylinder walls in a V. And in an I motor the connecting rod journals are obviously still offset from the mains, so the connecting rods will be at an angle compared to the cylinder walls at all times other than TDC/BDC just like a V. There is still side-loading on the pistons/rings etc. That has absolutely nothing to do w/ being an I, V, W, Boxer or whatnot.
Arguing that an I configuration is more compact is also ridiculous. It all depends on the exact application. Sure, in a FWD platform with a transversely mounted motor an I layout allows for a shorter engine bay and would be considered more compact. Since overall width is dictated by the desired vehicle track-width and passenger compartment an I4 will easily fit. But what if you want a 6 in a FWD transverse engine platform? Well then a V6 would be considered “more compact” and much more practical to package.
Further, RPM capability has little to do with layout. In general RPM capability is dictated by the reciprocating assembly weight/strength, valve-train weight/ability to control valve motion, combustion chamber efficiency, and the efficiency of the supporting systems to supply enough fuel/air and also expel the exhaust gasses.
You also state “most are hemisphearicle designed” (your spelling, not the dictionary’s 
) but that is entirely independent of the cylinder layout. IF it just so happens that a lot of I engines were designed with hemispherical combustion chambers that is just a correlation. It does not represent an inherent benefit of the cylinder layout itself.
And Gravity? Really!?! GRAVITY
Before we get into other reasons that is entirely stupid, in a V engine gravity would still be acting on the parts within the engine. Just because they don’t travel directly perpendicular to the horizon does not mean gravity does not act upon them. In a V gravity’s force would end up being distributed between friction between the pistons/rings/cylinder wall and force along the vector of the piston’s travel.
BUT beyond all of that the force of gravity is absolutely minuscule when compared to the power generated by a modern internal combustion engine.
And FINALLY, while one piston in an engine is traveling downward there is likely another traveling upward which would be FIGHTING gravity in an exactly equal manner.
Gravity. Nice one.
So what are the advantages of an Inline configuration?
Simplicity is probably the primary benefit. Assume the motor is going to use an Overhead Cam configuration you only have to drive a cam or cams at the top of one head. With a V configuration you end up with much more valvetrain complexity and mass. You also only have to worry about getting air in/out of one head.
WTF are you even babbling about??? Seriously.
Please explain how an Inline cylinder layout promotes a broader torque curve. I generally like to attribute the characteristics of a given engine’s power curve to factors such as displacement, valve events, maximum RPM capabilities (as discussed above max RPM is largely independent of cylinder layout) and the ability of the supporting systems (intake/exhaust primarily) to support the engine.
If you’re going to make claims such as inline motors having “a nice flat torque curve” please have some sort of reasoning and/or evidence to back up your ascertain. And how would you explain the prairie flat torque curves of motors like the Viper V10 or the LSX series if flat torque curves are a property unique to inline configurations, and therefore one of their benefits?
-TJ
mercedes ran an inline 8 back in the golden area of gran prix racing. reason was to cut down on harmonics as well as weight, as the inline was supposed to do both at teh same time.
in the end, the engine vibrated so damn much, they had to add a harmonic balancer to get the vibration out–which took away the weight savings.
watch this movie if you have free time. good auto history movie.
[ame=“http://video.google.com/videoplay?docid=4334057530149908398&q=history+auto&total=3434&start=0&num=100&so=0&type=search&plindex=84”]The History Of The Grand Prix Car[/ame]
I have a 3.2L Inline 6 in my BMW 733i, and it’s torquey for what the power ratings are, but I doubt smoothness is a factor with inline engines, because all 3500 lbs of my car shakes like it saw a ghost at idle. I think the idle speed needs adjusted though, it seems to be a little low.
x2
GM knows this…look at all their atlas motors…the current LL8 is making almost as much power as an entry level v8. Take an LS1 for instance(only fair to compare two GM motors). Its rated between 305-350HP and 335-365LBF…5.7 liters 8 cylinders
LL8 being an I6 is cranking out 291HP and 277LBF…at 4.2 liters…If you want to be ghey and compare the engines at hp per liter…then the almighty ls1 actually loses by about 9 horses.
Its just that these motors are a bit deeper than the v8’s that typically make more power out of the crate. Take for instance…there were a few s10 guys trying to figure out if the LL8 could be taken from a trailblazer and crammed into an s10…wouldn’t fit…4.2 liters of inline6 is simply too deep. I do remember though some guy who crammed the motor into a station wagon…added a turbo…and ran 9’s