
[[Image:FordEssexV6.jpg|thumb|right|The Ford Essex V6 engine]] A V6 is an internal combustion engine with six cylinders in a "V engine" configuration. 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 was introduced by Lancia in 1950 with the Lancia Aurelia, other manufacturers took note and soon other 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 engine. ==Vee angles== A V6 is not a perfectly balanced engine and benefits from some balance shaft and harmonic damping. The optimal angle to minimize vibrations in the V6 is 60°, and this is commonly used. The most common 60° V6s were built by Ford European subsidiaries : Ford Essex V6 engine (UK), Ford Cologne V6 engine and the more recent Ford Duratec. The Alfa-Romeo V6 is also common. 90° 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 option was first used by Maserati, a long time V8 manufacturer, with the Citroën SM V6 engine. Many American V6 engines are 90° for this reason, as is the PRV engine (Peugeot-Renault-Volvo) V6, based on a canceled V8 design. Narrow angle V6 engines are very compact but suffer from vibration. Lancia's 1924 engine was such a design; Lancia produced similar (but mostly V4) engines until the 1970s. More recently, Volkswagen have used such a design, known as the VR6. In this engine, both banks share the same cylinder head and are extremely close together (15°). Other notable V6 bank angles: * The 54° GM 54-Degree V6 engine, designed to be narrower than normal for use in small front wheel drive cars. * The 65° Ferrari Dino V6 ==Odd and even firing== Many V6 engines have been based on V8 designs. One characteristic of these engines is a notorious ''odd-firing'' behavior. Purpose-built 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 eight cylinders, and a cylinder fires every 90° for smooth operation. V6 engines that are converted from V8 engines often have three shared crankpins arranged at 120° from each other, similar to a Straight-3 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 GM 3800 engine#231, 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: :0° : Fire cylinder 1 :30° : :60° : :90° : Fire cylinder 6 :180°: :210°: :270°: :300°: Fire cylinder 5 :330°: :360°: :390°: Fire cylinder 4 :420°: :450°: :480°: :510°: Fire cylinder 3 :540°: :570°: :600°: Fire cylinder 2 :630°: :660°: :690°: :720°: Fire cylinder 1 ''(same as 0°)'' In 1977, 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 give a crankshaft that is quite strong enough. ===External link=== * [http://home.off-road.com/~merls_garage/oddfire.html Understanding the odd-fire V6] == Racing use == The V6 engine was introduced into racing by the Ferrari Dino V6. Alfredino Ferrari (nicknamed Dino), the only legitimate son of Enzo Ferrari, suggested to him the development of a 1.5 L DOHC 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 underwent several evolutions, and—with an increased engine displacement—competed in the 2.5 L formula. 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 liter 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 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 used them for the Lancia Stratos which would became the most successful car in Rally racing history. Another influential V6 design was the Renault-Gordini CH1 V6, designed by François Castaing and Jean-Pierre Boudy, and introduced in 1973 in the Alpine (car)-Renault A440. The CH1 was a 90° cast iron block 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 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 liter 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 liter finally saw good results in 1979. Ferrari followed Renault in the turbo revolution by introducing a turbocharged derivative of the Dino design (a 1.5 L 120° V6) with the Ferrari 126. Both Renault and Ferrari failed in their attempt to win the Championship with V6 Turbo engine. The first 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 (designed by Porsche) and the Honda 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. Piston engine configurations
It's much better now. But I feel skeptical about all the text related to the VW VR engines (in this article and other). IMO VW makes a good marketing job. The VR engine don't have all the pros of a V and a Straight engine, they have all the cons, but they are very compact. Making such an engine reliable requires superior design technology. Once again VW didn't pionnered this engine the first V6 on the Lancia Lambda was a narrow angle, and the front-wheel drive Lancia Fulvia that surprised everyone in rally racing in the late-60's/early-70's had a narrow-angle V4 that allowed an extroardinary good mass balance for a front-wheel drive car. User:Ericd Yes: needs a more NPOV. Right now it smacks of a PR job. User:Tannin 15:08, 31 Aug 2003 (UTC) Maybe the VR series needs its own seperate page where all this can be laid out without swamping THIS page with it. Cut down the mention of it here. (or is there already an article on the things?) --User:Morven 22:57, 31 Aug 2003 (UTC) I think we shoud keep someting on narrow-angle V6s and create a VR engine article. In any case this should be turned to NPOV. User:Ericd 23:02, 31 Aug 2003 (UTC) I made some changes. Does that sound better? In addition, I think this page doesn't really emphasise just how popular the V6 has become in recent years. Certainly in the USA where I now live, it seems like almost EVERYTHING now has V6 power (except for the truly large stuff that has V8s). I'm thinking of wording. How popular are V6s in Europe right now? --User:Morven 23:17, 31 Aug 2003 (UTC) This is much better but in all narrow-angle V engines "both banks share the same cylinder head" (I'm not absolutely sure about the narrow angle Cadillac V16). European cars are smaller, the straight-4s are more common. Except BMW the V6 has totally replaced the straight-6. Opel gave-up first and more recently Mercedes-Benz. Have a look on the straight-6 article. User:Ericd 00:02, 1 Sep 2003 (UTC) Hi Morwen I have no time to expand it now but the article lacks a lot about the F1 1,5 L turbo V6s my develloppement aboutr the Renault engine was a step in that direction... User:Ericd 23:59, 16 Dec 2003 (UTC) Ah, the Renault turbo F1 engine was developed from that? I'll see if I can find any material ... I have a lot of references but not much time for now... == Odd-fire == I've just removed the following text: :''When two cylinders are "removed" for a V6 variant, the firing order becomes uneven. One 90° ignition is removed, so the engine fires at 90°, 90°, 90°, and skips one 90°. This leads to a rough idle and increased stress on the engine mounts and chassis.'' As far as I know, V6 engines have never been built this way. Odd-fire engines come from shared-crankpin V8 designs that have crank journals arranged at 120° between lobes, not 90°. Instead of a 90-90-180-90-90-180 pattern, odd-fire V6s fire in 90-150-90-150-90-150 pattern. --User:Milkmandan 03:27, 2005 Jan 29 (UTC) You're certainly rigth a V6 crankshaft with 90° lobes would generate so much vibrations that it would explode IMO. User:Ericd 21:42, 29 Jan 2005 (UTC)
See other meanings of words starting from letter:
Words begining with V6:
V6
V6
V600
V60i
V620
V6_(band)
V6_(disambiguation)
V6_engine
V6
[[Image:FordEssexV6.jpg|thumb|right|The Ford Essex V6 engine]] A V6 is an internal combustion engine with six cylinders in a "V engine" configuration. 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 was introduced by Lancia in 1950 with the Lancia Aurelia, other manufacturers took note and soon other 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 engine. ==Vee angles== A V6 is not a perfectly balanced engine and benefits from some balance shaft and harmonic damping. The optimal angle to minimize vibrations in the V6 is 60°, and this is commonly used. The most common 60° V6s were built by Ford European subsidiaries : Ford Essex V6 engine (UK), Ford Cologne V6 engine and the more recent Ford Duratec. The Alfa-Romeo V6 is also common. 90° 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 option was first used by Maserati, a long time V8 manufacturer, with the Citroën SM V6 engine. Many American V6 engines are 90° for this reason, as is the PRV engine (Peugeot-Renault-Volvo) V6, based on a canceled V8 design. Narrow angle V6 engines are very compact but suffer from vibration. Lancia's 1924 engine was such a design; Lancia produced similar (but mostly V4) engines until the 1970s. More recently, Volkswagen have used such a design, known as the VR6. In this engine, both banks share the same cylinder head and are extremely close together (15°). Other notable V6 bank angles: * The 54° GM 54-Degree V6 engine, designed to be narrower than normal for use in small front wheel drive cars. * The 65° Ferrari Dino V6 ==Odd and even firing== Many V6 engines have been based on V8 designs. One characteristic of these engines is a notorious ''odd-firing'' behavior. Purpose-built 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 eight cylinders, and a cylinder fires every 90° for smooth operation. V6 engines that are converted from V8 engines often have three shared crankpins arranged at 120° from each other, similar to a Straight-3 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 GM 3800 engine#231, 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: :0° : Fire cylinder 1 :30° : :60° : :90° : Fire cylinder 6 :180°: :210°: :270°: :300°: Fire cylinder 5 :330°: :360°: :390°: Fire cylinder 4 :420°: :450°: :480°: :510°: Fire cylinder 3 :540°: :570°: :600°: Fire cylinder 2 :630°: :660°: :690°: :720°: Fire cylinder 1 ''(same as 0°)'' In 1977, 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 give a crankshaft that is quite strong enough. ===External link=== * [http://home.off-road.com/~merls_garage/oddfire.html Understanding the odd-fire V6] == Racing use == The V6 engine was introduced into racing by the Ferrari Dino V6. Alfredino Ferrari (nicknamed Dino), the only legitimate son of Enzo Ferrari, suggested to him the development of a 1.5 L DOHC 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 underwent several evolutions, and—with an increased engine displacement—competed in the 2.5 L formula. 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 liter 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 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 used them for the Lancia Stratos which would became the most successful car in Rally racing history. Another influential V6 design was the Renault-Gordini CH1 V6, designed by François Castaing and Jean-Pierre Boudy, and introduced in 1973 in the Alpine (car)-Renault A440. The CH1 was a 90° cast iron block 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 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 liter 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 liter finally saw good results in 1979. Ferrari followed Renault in the turbo revolution by introducing a turbocharged derivative of the Dino design (a 1.5 L 120° V6) with the Ferrari 126. Both Renault and Ferrari failed in their attempt to win the Championship with V6 Turbo engine. The first 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 (designed by Porsche) and the Honda 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. Piston engine configurations
V6
It's much better now. But I feel skeptical about all the text related to the VW VR engines (in this article and other). IMO VW makes a good marketing job. The VR engine don't have all the pros of a V and a Straight engine, they have all the cons, but they are very compact. Making such an engine reliable requires superior design technology. Once again VW didn't pionnered this engine the first V6 on the Lancia Lambda was a narrow angle, and the front-wheel drive Lancia Fulvia that surprised everyone in rally racing in the late-60's/early-70's had a narrow-angle V4 that allowed an extroardinary good mass balance for a front-wheel drive car. User:Ericd Yes: needs a more NPOV. Right now it smacks of a PR job. User:Tannin 15:08, 31 Aug 2003 (UTC) Maybe the VR series needs its own seperate page where all this can be laid out without swamping THIS page with it. Cut down the mention of it here. (or is there already an article on the things?) --User:Morven 22:57, 31 Aug 2003 (UTC) I think we shoud keep someting on narrow-angle V6s and create a VR engine article. In any case this should be turned to NPOV. User:Ericd 23:02, 31 Aug 2003 (UTC) I made some changes. Does that sound better? In addition, I think this page doesn't really emphasise just how popular the V6 has become in recent years. Certainly in the USA where I now live, it seems like almost EVERYTHING now has V6 power (except for the truly large stuff that has V8s). I'm thinking of wording. How popular are V6s in Europe right now? --User:Morven 23:17, 31 Aug 2003 (UTC) This is much better but in all narrow-angle V engines "both banks share the same cylinder head" (I'm not absolutely sure about the narrow angle Cadillac V16). European cars are smaller, the straight-4s are more common. Except BMW the V6 has totally replaced the straight-6. Opel gave-up first and more recently Mercedes-Benz. Have a look on the straight-6 article. User:Ericd 00:02, 1 Sep 2003 (UTC) Hi Morwen I have no time to expand it now but the article lacks a lot about the F1 1,5 L turbo V6s my develloppement aboutr the Renault engine was a step in that direction... User:Ericd 23:59, 16 Dec 2003 (UTC) Ah, the Renault turbo F1 engine was developed from that? I'll see if I can find any material ... I have a lot of references but not much time for now... == Odd-fire == I've just removed the following text: :''When two cylinders are "removed" for a V6 variant, the firing order becomes uneven. One 90° ignition is removed, so the engine fires at 90°, 90°, 90°, and skips one 90°. This leads to a rough idle and increased stress on the engine mounts and chassis.'' As far as I know, V6 engines have never been built this way. Odd-fire engines come from shared-crankpin V8 designs that have crank journals arranged at 120° between lobes, not 90°. Instead of a 90-90-180-90-90-180 pattern, odd-fire V6s fire in 90-150-90-150-90-150 pattern. --User:Milkmandan 03:27, 2005 Jan 29 (UTC) You're certainly rigth a V6 crankshaft with 90° lobes would generate so much vibrations that it would explode IMO. User:Ericd 21:42, 29 Jan 2005 (UTC)
See other meanings of words starting from letter:
V
Words begining with V6:
V6
V6
V600
V60i
V620
V6_(band)
V6_(disambiguation)
V6_engine
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