2001 Mercury 6.2 V8, 340hp
bdm...@my-deja.com
stroke of the 377ci Black Scorpion.
Sent via Deja.com http://www.deja.com/
Before you buy.
Jeff P
<bdm...@my-deja.com> wrote in message news:8r86vf$6n5$1...@nnrp1.deja.com...
Jeff P
Jeff P <ala...@ntlworld.com> wrote in message
news:v6OB5.5602$uq5.1...@news6-win.server.ntlworld.com...
John Chall
the Black Scorpion, a 350 cu in/330hp, which is a lot of $ for 47hp.
Anyway, about your question, my dealer explained that Mercury is phasing out
production of one of it's big blocks, so it moved production of the Super
Scorpion from it's race engine factory to it's standard production factory
to bring down the cost. They plan to use it as a replacement for this big
block in some applications.
It's not a balanced and blueprinted hand built anymore, but it's still a
nice package. I'm not sure what they are going to call it or whether the
original Super Scorpion is still going to be available.
John Chall
e...@ez-slalom.com
"John Chall" <jwc...@home.com> wrote:
> Anyway, about your question, my dealer explained that Mercury is
phasing out
> production of one of it's big blocks, so it moved production of the
Super
> Scorpion from it's race engine factory to it's standard production
factory
> to bring down the cost. They plan to use it as a replacement for
this big
> block in some applications.
> It's not a balanced and blueprinted hand built anymore, but it's
still a
> nice package. I'm not sure what they are going to call it or whether
the
> original Super Scorpion is still going to be available.
>
> John Chall
If I'm not mistaken the 6.2 is GM's replacement for the 454 big block.
The new GM engines have gone to a modular design i.e. the engine Toyota
puts in its tournament boats, no more heavy-duty blocks like the good
old 350's and 454's. The new ones get more horsepower from fewer
cubes, whether they'll hold up in marine applications is another
issue. I'm making an assumption here but I suppose with the old cast
iron blocks being phased out the marinizers are beginning to move to
the new GM engines. Anyone know if the 350/454 will still be available
in a few years from now?
Ed
Big Dav160
>in a few years from now?
>
I think the 350's will be coming out of Mexico for a long time to come.
As for a new Big Block. It is here. Basically the 454 block with new heads and
induction. Just a matter of time before it is marinized.
Mark Kovalcson
in Mexico so that the GT-40 may be around for quite some time. I had no idea that
Chevy was looking at doing the same thing. Anyone else have information about
this ?
Big Dav160 wrote:
> > Anyone know if the 350/454 will still be available
> >in a few years from now?
> >
>
> I think the 350's will be coming out of Mexico for a long time to come.
>
> As for a new Big Block. It is here. Basically the 454 block with new heads and
> induction. Just a matter of time before it is marinized.
--
Mark Kovalcson
http://www.perfectpull.com
Waterski Training Equipment
Tom Ruta
<ma...@perfectpull.com> wrote:
>Interesting. I understood that the Ford 351 Winsors are almost production ready
>in Mexico so that the GT-40 may be around for quite some time. I had no idea that
>Chevy was looking at doing the same thing. Anyone else have information about
>this ?
GM marine engines are produced in Toluca MX.
Tom
Bigd...@aol.com
http://www.gmpowertrain.com/engines_marine/81hp_main.htm
In article <i9qhtsk8dp2k2e3e3...@4ax.com>,
--
David
Mark Lenox
e...@ez-slalom.com wrote:
> If I'm not mistaken the 6.2 is GM's replacement for the 454 big block.
> The new GM engines have gone to a modular design i.e. the engine Toyota
> puts in its tournament boats, no more heavy-duty blocks like the good
> old 350's and 454's. The new ones get more horsepower from fewer
> cubes, whether they'll hold up in marine applications is another
> issue. I'm making an assumption here but I suppose with the old cast
> iron blocks being phased out the marinizers are beginning to move to
> the new GM engines. Anyone know if the 350/454 will still be available
> in a few years from now?
Let's take these one at a time.
GM has four new V8's. 4.8L, 5.3L, 6.0L small blocks, and an 8.1L big
block.
All have cast iron blocks.
All small-block engines are based on the Corvette LS-1 design, which is a
5.7L configuration. This does not mean that they are not tough
"marinized" engines. As a matter of fact, the deep-skirt block design has
6-bolt main bearings. I suspect that the new small-block is substantially
tougher than the 350's of old, under any conditions you want to imagine,
and especially well suited to high RPM marine use. Just because the
bottom end is built tough enough to turn high RPMs does not mean that you
can't get torque out of it at low RPM.
All but the 6.0L require aluminium heads. The 6.0L has cast iron heads
available, although this year GM changed to aluminium heads on their 6.0L
truck engines so the cast iron process may be going by the wayside. The
heat dissapation benefits that aluminium gets you are just too good to pass
up in automotive applications. Aluminium doesn't buy as much in boats
because we have a much larger heat sink available. With cast iron heads,
this engine in my opinion is going to be the best choice for ski-boat
powerplants. I feel that 400HP is not out of the question. I WANT one
of these in my next ski boat.
The new big-block 8.1L has the same bore size as the 454 (7.4L), but a
longer stroke and beefed up block. Unlike the 502CI (8.2L) engines
currently produced, which have a larger bore and siamesed cylinders that
I'm not personally too fond of for boat applications. The 8.1L also has
some other interesting innovations, like throttle-by-wire for example,
which will give the speed-control guys a whole new area in which to work.
350 and 454 parts should be available for many, many years. I wouldn't be
worried about that for a long time.
I also would assume that the marinizers are moving toward the new
engines. I certainly hope so, because they promise to be quite a bit
better than the old.
If aluminium heads do start to become more of the norm, I bet closed-loop
cooling systems will become more of the norm also. I believe that's the
way I would do it. It would sure make winterization easier, and I'm all
for that. The weight savings by going to aluminium heads would be
partially offset by the heat exchanger, but I bet it doesn't add that much.
Mark Lenox
Andrew
http://www.gmpowertrain.com/engines_marine/index.htm
Taken from http://www.gmpowertrain.com/news/marine_lead.htm
<<<
News & Events
GM STRENGTHENS MARINE INDUSTRY LEADERSHIP WITH
INTRODUCTION OF NEW VORTEC ENGINE FOR 2001
MIAMI -- General Motors continues to strengthen its history of leadership in
the gasoline marine engine industry with the introduction of a new powerful
Vortec V8 gasoline engine for 2001. The Vortec 8100, an 8.1-liter engine, will
join GM's stable of gasoline marine engine offerings.
"For more than 40 years, GM has provided the marine industry with many powerful
engines and has introduced new technologies that have improved performance,
fuel efficiency and overall customer pleasibility," said Arv Mueller, group
vice president of GM Powertrain. "The 2001 Vortec 8100 engine is another
example of our leadership. This extremely durable engine will produce 375
horsepower in its standard configuration and an impressive 415 horsepower in
the high-performance offering." Durability is one of the key strengths of all
GM engines. Each engine must undergo strenuous testing before it can be
certified for marine use.
In one particular test, called the 'Marine Dock,' an engine is run at virtually
wide-open throttle for 300 hours straight (60-minute cycle -- 55 minutes
wide-open-throttle/5 minutes idle), further proving the considerable attention
to quality built into every GM engine.
"The 'Marine Dock' testing is more severe than the standard durability testing
used for truck applications," said Mueller. "In fact, we've begun using the
'Marine Dock' testing to verify the durability of our truck engines."
GM's first marine engine was a 1958 Chevrolet 283-cubic inch, 185-horsepower
engine. This was the first marine engine officially approved by GM. It was sold
to Owens/Flagship, Chris-Craft and Crusader Marine Engine Co.
Realizing the financial benefit and engineering advantage of supplying marine
engines, a group was formed in 1960 within GM to give full support to marine
original equipment manufacturers (OEM). Today, GM supplies engines to nine
OEMs. GM Powertrain's technical expertise in ground transportation has brought
about a number of advancements to marine powerplants.
"In 1991, GM brought electronic fuel injection (EFI) into marine industry. The
inherent benefits of quicker starts, improved fuel economy and better docking
ability made EFI an immediate hit with boaters everywhere," said Mueller.
In addition to EFI, the Vortec 8100 provides OEMs the ability to offer a
drive-by-wire system, through an available electronic throttle kit. This
provides the same durability and reliability that is available in GM trucks.
The Vortec 8100 is available in either base performance (375 horsepower) or
high performance (415 horsepower). Both versions feature a coated cast aluminum
intake manifold that is designed to optimize flow and includes an integral PCV
system (a valve is not required). The water pump includes a new silicon carbide
seal for better performance in marine environments. The water pump also
features a marine-specific bronze impeller for enhanced corrosion resistance.
The coated, 8-quart cast aluminum oil pan is of a specific "V bottom" design to
accommodate various engine installation angles. It also features common GM
drain plugs that are installed on both sides for twin-engine applications. The
spark plug wires are also designed to allow routing around marine water-cooled
exhaust manifolds, and are installed at the plant, allowing for 100-percent
cold testing and hot testing.
In addition to the Vortec 8100, GM will offer four marine engines in 2001,
including:
3.0L L4
The 3.0-liter 4-cylinder engine is rated at 140 horsepower and 177 lb-ft of
torque. It features a high-flow cylinder head with straighter intake ports, and
a higher compression. The cylinder heads have exhaust valve seat inserts for
improved durability, as well as a nodular iron crankshaft, for improved
strength and durability. The 3.0-liter features camshafts that are specifically
designed for marine duty cycles and optimized for maximum performance. Also
included are an integral harmonic balancer/crankshaft pulley for easier access
to the drive dress, and high-silicon cast aluminum pistons for improved
durability.
4.3L V6
The 4.3-liter, 90-degree V6 provides 223 horsepower and 267 lb-ft of torque. It
includes many of the design elements incorporated into the 3.0-liter, plus a
number of interesting features. For example, the 4.3-liter features
high-silicon cast aluminum pistons for excellent durability, and roller valve
lifters, roller rocker arms and true roller timing chain for reduced friction
and improved performance. For enhanced corrosion-resistance this engine
incorporates a cylinder case with brass water jacket core support plugs, and
the cylinder head gaskets feature a stainless steel core.
Vortec 5000 V8
GM's V8 lineup begins with the 250-horsepower 5.0-liter engine. The engine
provides 305 lb-ft of torque and features high-flow cylinder heads, roller
valve lifters and stainless steel-core cylinder head gaskets. For added
durability, the Vortec 5000 includes increased cooling around the hardened
exhaust valve seats, and the valve train features an advanced design timing
chain. As with the 4.3-liter, the water pump on the 5.0-liter is effective
whether it's rotating clockwise or counterclockwise. The 5.0-liter also has a
common rear face for easy hookup with the housing. A High Energy Ignition (HEI)
distributor and coil are available in kit form.
Vortec 5700 V8
In addition to many of the elements found in the other engines, the 5.7-liter
V8 includes a number of interesting features. For example, sintered
powdered-metal exhaust valve seat inserts provide increased durability, and a
composite front timing cover is added for noise reduction and corrosion
protection. Also, the flywheels are offered with front- or rear-mounted 14-inch
ring gear for various starter locations, suiting inboard and stern-drive
applications. Available as an extra-cost option is an aluminum multi-port fuel
injection manifold with a bronze water crossover. The Vortec 5700 delivers 307
horsepower and 358 lb-ft of torque.
Available Options
Several of GM's marine engines are available with electronic fuel injection for
instant acceleration, improved fuel efficiency and reduced emissions. Also
available is an Electronic Control Module (ECM) that uses state-of-the-art
hybrid technology and related hardware to optimize fuel and spark requirements.
Both options are available in kit form from GM Powertrain.
GM Powertrain
GM Powertrain manufactures products for GM cars and trucks, but also has a
strong outside sales activity to more than 25 customers. GM Powertrain sells
engines, transmissions, castings, and components to non-GM OEMs such as AM
General, Volvo, BMW, Daewoo and Isuzu. In addition, GM supplies engines to many
industrial and marine OEMs. Marine OEMs include -- Mercruiser, Volvo Penta,
Indmar Products, Marine Power, Pleasurecraft Crusader, Flagship Marine, Panther
Airboat, Panther Marine, and Kodiak.
>>>
------------------------
Andrew
e...@ez-slalom.com
Mark Lenox <mark....@cti-pet.com> wrote:
>
>
> e...@ez-slalom.com wrote:
>
> > If I'm not mistaken the 6.2 is GM's replacement for the 454 big
block.
> > The new GM engines have gone to a modular design i.e. the engine
Toyota
> > puts in its tournament boats, no more heavy-duty blocks like the
good
> > old 350's and 454's. The new ones get more horsepower from fewer
> > cubes, whether they'll hold up in marine applications is another
> > issue. I'm making an assumption here but I suppose with the old
cast
> > iron blocks being phased out the marinizers are beginning to move to
> > the new GM engines. Anyone know if the 350/454 will still be
available
> > in a few years from now?
>
Mark and Andrew for the info.
Lifespeed
Mark Lenox <mark....@cti-pet.com> wrote:
>
> The new big-block 8.1L has the same bore size as the 454 (7.4L), but a
> longer stroke and beefed up block. Unlike the 502CI (8.2L) engines
> currently produced, which have a larger bore and siamesed cylinders
that
> I'm not personally too fond of for boat applications. The 8.1L also
has
> some other interesting innovations, like throttle-by-wire for example,
> which will give the speed-control guys a whole new area in which to
work.
Gotta love the new engines. Us mortals will have to hammer on old iron
for awhile longer, still. but the time will come.
I like the coil-on-plug of the new motors. I installed 4 coil wasted
spark crank trigger on my antique 454, and the timing accuracy
improvement was phenomenal!
Aluminum heads are great, but corrosion sucks. If you use heat
exchanger(s), you must also have a sea strainer(s). You must have a
gordian knot of plumbing. Never any easy answers, I guess.
I'm very fond of aluminum heads, tho. I hear that installing magnesium
as a sacrificial anode is much more effective than zinc (freshwater
only). I'm trying to find a supplier for thread-in anodes.
--
- Lifespeed