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All 4.3 EcoTec3 systems and operations are controlled by E92 Engine Controller. The cast iron exhaust manifolds were chosen for their durability, noise reduction, and heat-management properties. Much attention has been paid to the engine exhaust.
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It features iridium-tip spark plugs and compact individual coils for each spark plug (coil-near-plug design). The ignition system is also full-electronic - Quick Sync 58X ignition. The engine also features an electronically controlled throttle body with a single 72-mm diameter throttle valve. For noise reduction, coming from the engine and fuel pump, engineers laid acoustic foam on top of the intake manifold and covered all that with an additional acoustic shell. Direct injection stainless steel lines, injectors, and high-pressure pump are hiding underneath a composite intake manifold. This is why there are a conventional tank-located pump and an additional engine-driven high-pressure fuel pump placed in the valley between cylinder heads. Speaking of the direct injection system, it operates at very high fuel pressure, up to 15Mpa (150 bar). And finally, there are mounting places for direct fuel injectors, which shoot fuel directly into the combustion chamber. Heads are also equipped with larger valves: 1.93-inch (49 mm) intake valves and 1.56-inch (39.5 mm) exhaust valves. Being an OHV engine with a single camshaft, it uses a dual-equal camshaft phasing system that adjusts timing at the same rate for both intake and exhaust valves.Ĭompared to the 4.3 Vortec head design, new cylinder heads on EcoTec3 engines feature smaller, 59cc combustion chambers, straight and rectangular intake ports with a slight twist, and exhaust ports with optimized shapes for the new exhaust valve locations. The 4.3 engine comes with variable valve timing.
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The camshaft also has an additional cam with three lobes (calling "trilobe") to drive the high-pressure fuel pump for the direct fuel injection system. The camshaft specifications are the following: 12.7/12.5 mm (0.500/0.492-inch) intake/exhaust lift, 193/199-crank angle degrees intake/exhaust duration. Thus, no valve clearance adjustment is required. The valvetrain also includes hydraulic roller-lifters. The outside diameter of pushrods is 8.7 mm (Vortecs use smaller, 7.9-mm diameter pushrods). While spinning, it pushes steel pushrods, which activate intake and exhaust valves via roller-pivot rocker arms. The single camshaft seats inside the engine block. Like the predecessor, the 4.3 LV3 features a pushrod valvetrain. The 4.3 EcoTec3 engine uses aluminum cylinder heads with two valves per cylinder. But with variable displacement, the new pump effectively delivers the optimum oil flow and lubrication level according to engine loads and speeds. As previously, the oil pump is driven by the crankshaft. The 4.3 EcoTec3 oiling system features a new, dual-pressure-control and variable-displacement vane pump with increased flow capacity. A few notes about the oil system, which also is revised. The crankshaft is secured by new nodular main bearing caps, which can better absorb vibrations than conventional grey iron main caps. The engine rotating assembly includes a durable forged-steel crankshaft, 6.125-inch-long powder-metal connecting rods with a new profile, enhancing strength, and lightweight pistons with piston head design optimized for direct fuel injection. The oil-spray squirters play an important role in long-term engine durability as well as noise reduction coming from the engine. It has six piston oil jets/squirters, which spray additional oil underside of each piston, providing extra cooling and friction-reducing. Like all Gen 5 engines, the new 4.3 V6 also features oil-spray piston cooling. Compared to the gen4 block, the EcoTec3 block casting is all-new with some changes in the design, including new engine mount attachments, improved sealing, new knock sensor locations, and more. Like the original V8 cylinder block, it has a 90-degree cylinder angle and 4.40-inch (111.8 mm) bore centers.