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.1\1.C. Make a V6
Page 113
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• Compact dimensions of the new G.M.C. V6 petrol engine can be judged from this illustration. Access to the sparking plugs and the valve gear should be simplified by this layout.
)MPLETE departure from previous practice accompanies e introduction of a V6 petrol engine which is destined in 1960 American G.M.C. commercial-vehicle chassis. igine is to be produced in three sizes-5 litres, 5.8 litres 6 litres—and there will be a V12 version also, this having icity of 11.6 litres. This V6 • development is notable veral reasons, not the least being that hitherto G.M.C. Froduced only in-line six-cylindered petrol engines.
new V6s are claimed to offer better fuel economy than itional six-cylindered units and V8s, and are more cornhan either of these two types. No details have been as to the outputs of these new units, but it can be sd that they will develop from 180-220 b.h.p. according
rhead valves are used, and the cylinder banks are ed at an angle of 60'. The sparking .plugs are on the of the "V" for easy access from above and this, cornwith the o.h.v. layout, should make these units partieuasy to service, even allowing for unhelpful engine-cowling the V6 engines have a common stroke of 90.93 mole y making possible the use of a common crankshaft, and .ee sizes have bore dimensions of 107.96 mm., 115.83 mm., 3.96 mm. Information released by G.M.C. indicates good ercial-vehicle torque characteristics. the 6.6-litre unit pro; its peak torque at the comparatively low engine speed of
1.400 r.p.m.—somewhat lower than the speed at which maximum torque is developed in current G.M.C. in-line engines.
This is the second big engine innovation to have been announced by G.M.C. this year. In The Commercial Motor, dated January 30, details were given of a range of new oil engines ranging from a twin-cylindered unit of 20 b.h.p. output to a V32, turbocharged to give 1,650 b.h.p. This oil-engine range includes two V6s and a V8, the V6 engines giving 195 b.h.p. and 217 b.h.p. at 2,800 r.p.m.