Author Topic: 22re full rebuild  (Read 23962 times)

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Re: 22re full rebuild
« Reply #30 on: Mar 05, 2017, 05:42:47 AM »
So far I am super happy with my TDI swapped truck everything on the swap was simple....

Yes, there are some advantages to the diesel engine in an off-road vehicle.  Lack of electrical parts could be helpful when wheeling in water.  Although I had both of my trucks, 22RE and 22R in water that was up to the top of the tire and did not stall the engine.  Fuel mileage is typically better for the diesels. One thing I did NOT like about my diesel Mercerdes is having to wear gloves every time I refueled.  Getting the diesel smell off my hands was very difficult.  By the time you add the extra quarts of oil the diesel crankcase, and the price of diesel fuel over gas, you are close to breaking even on MPG costs.   The low RPM torque of the diesels are great.

Aftermarket parts,  modification options, performance add-ons, and adapters for a Chevy engine is arguably the most available on ANY typical production automotive engine.

35 and LF6 SCPI and MPFI

Major design changes to the 4.3L V6 for the 1996 model year. Like other small block Chevrolet V8s, the 4.3L engine received redesigned heads which had improved airflow and combustion efficiency. These heads are referred to as Vortec heads.

The engine block was revised with structural reinforcing ribs up front eliminating the two freeze plugs (on the front and back) along with an alloy oil pan (for the S10, Blazer, and Jimmy). The 1996+ cast aluminum oil pan has 12 bolts where a 16 bolt oil pan from the earlier 4.3 does not interchange. These 4.3L (1996-2000) came with a redesigned 4L60-E with a removable bellhousing which bolts to the oil pan.

Crankshafts manufactured for the 1999 model year (to the end of 4.3L production) had a pilot hole depth of 1.410" when coupled to the LSx-based 4L60E, which had a redesigned torque converter pilot hub which is longer and used with a 300mm stator shaft). The torque converter pilot hub is longer than the early 4L60E (similar in appearance to the 700R4 c. 1993-95) or the second generation variants (incorporating a removable bellhousing) with the GMT330 or 1996-2000 C/K series.

This engine came in two versions, the LF6 rated at 175 hp (130 kW) - 180 hp (130 kW), and the L35 rated at 180 - 200 hp (150 kW). Only the S-series pick-ups used the LF6, while the full-size trucks, vans and Blazer and Jimmy used the L35 version. The L35 was optional on the S-Series trucks.
Year    Horsepower    Torque    Fuel System    Compression Ratio    RPO    Applications
1996    170 hp (130 kW) at 4,400 rpm    235 lbft (319 Nm) at 2,800 rpm    SCPI    9.2:1    LF6    5
19972002    175 hp (130 kW) at 4,400 rpm    240 lbft (325 Nm) at 2,800 rpm    MPFI[6]    9.2:1    LF6    5
19962002    180 hp (130 kW) at 4,400 rpm    240 lbft (325 Nm) at 2,800 rpm    SCPI    9.2:1    LF6    6
19962002    180 hp (130 kW) at 4,400 rpm    245 lbft (332 Nm) at 2,800 rpm    SCPI    9.2:1    L35    5
19962002    190 hp (140 kW) at 4,400 rpm    250 lbft (339 Nm) at 2,800 rpm    SCPI    9.2:1    L35    3,4,6
19962002    200 hp (150 kW) at 4,400 rpm    250 lbft (339 Nm) at 2,800 rpm    SCPI    9.2:1    L35    2
19961998    200 hp (150 kW) at 4,400 rpm    255 lbft (346 Nm) at 2,800 rpm    SCPI    9.2:1    L35    1
19992002    200 hp (150 kW) at 4,600 rpm    260 lbft (353 Nm) at 2,800 rpm    SCPI    9.2:1    L35    7


Again, it boils down to what you like.

260 lbs of torque at 2800 RPM looks like it would be plenty adequate for on-the-road, or serious fun-filled 4-wheeling.

« Last Edit: Mar 05, 2017, 05:48:30 AM by Gnarly4X »
1986 XtraCab SR5 22RE 5speed W56B, ~26,000 MI after break-in, DIM (Did It Myself) rebuilt engine - .020" over, engnbldr RV head, OS valves, 261C cam, DT Header.


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