Toronado 455 - Off the top of my head, there are a number of differences.What's the difference between an Olds Toronado engine and tranny and the GMC? There seems to be no shortage of running Toro's for sale out there.
I wonder if that ZF 9 speed is ever going to make its way into the US.BTW .... the newest Fiat Ducato TurboDiesel, gets stronger crankshaft and bearings, starting with the 160 HP and 180 HP engines, almost 400 Nm of Torx and > 400 Nm for the 180 HP two stage TurboDiesels, and available with the all new ZF, 9-Speed Automatic transmission, much better then the till now used 6 speed robotic auto transmission.
as I hear, ProMaster, which base in fact by FCA was based on the Fiat Ducato, only does offer 6 cylinder gas engines ...
in my opinion the old 150 and 180 HP TurboDiesels with 6-Speed Stickshift already would not have a problem with the weight of the GMC, the newer ones even less ...
ok ..l much towing would be a problem perhaps, but ... all is possible.
I wonder if that ZF 9 speed is ever going to make its way into the US.
Wait, someone made a 496 fit? I like 496s... Have one in our pickup. It gets mileage as bad as our motorhome driving empty, and that's with a 5-speed! Oh, but the torque and the rumble... Worth it.Or, you can contact Dave Lenzi and ask if he can build you up an 8.1. He has to make special oil pans and rework the RFB (rear face of block) to make it work. This is not a cheap update.
The 8.1L is cool but with a few tricks you can build an Olds, either 455 or a stroked 495 that has all the coil near plug ignition, port injection, etc...that the Chevy has without the adapter plate. I don't know if it would more or less work and/or expense.No, there is no build thread anywhere. Dave does not have the time in his life to manage doing that much extra work. Be aware that he is a true wizard. He has owned a GMC for a long time, and when I sees a part that could have been better, he makes it better. That is why so many of us have Lenzi knuckles. Many of us are try to find out what the service life of his front bearings are, but so far 100k plus is very solid.
I did mention that he has to remake the oil pan to pass the right drive axle, and modify the RFB to pull this off, and that is just to get the engine in the frame.
Piston aircraft engines won't rev above 2700 RPM's typically. Also they are typically air cooled. They always have adequate airflow because even while stationary on the ground, the propeller provides airflow.Here is an engine that was FAA approved and flew in a small aircraft for about 2,000hrs of testing. 650ft-lbs of torque @ 1600 RPM and 200HP @ 2,000RPM and about 1/2 the size and weight of a big block V8.
About 40 engines were built then the company was bought by another company who redesigned the whole thing and then dropped it. So you might be able to buy the whole shooting match for a song. Websites are gone but you can find them on a web-archive site.
Press "performance" below for a link to the archived website.
This engine is liquid cooled and while it was designed with a low RevCs for aircraft, it is not far off what I see with the stoke 3.07.Piston aircraft engines won't rev above 2700 RPM's typically. Also they are typically air cooled. They always have adequate airflow because even while stationary on the ground, the propeller provides airflow.
This engine is liquid cooled and proposed for use in vehicle applications as well. They had one installed in a boat for testing as well. I'm not sure why they went through the FAA approval process when testing in a vehicle would have been much easier.Piston aircraft engines won't rev above 2700 RPM's typically. Also they are typically air cooled. They always have adequate airflow because even while stationary on the ground, the propeller provides airflow.