5 cylinder chevy swap?

I have done some searching but cant find much.

I have an opportunity to get a Atlas vortec 5 cylinder drive train for free.

And am trying to see if it would be doable.

I have a tired 225 with a sm420 behind it.

it seems the I-5 would bolt up and the power #'s are good.

It all aluminum and nice flat torque curve.

Any thoughts or info

 

Novak mentions the Atlas engines on their site. They seem fairly enthusiastic about them. I'd guess the main concern would be the length. You'd think that a 5-cylinder would be longer than a V8, but maybe not.

Chevy bell pattern.

Certainly you can do it if you are willing to move the firewall back.

Possible to measure this beast before you pick it up?

 

It makes you think...

I will measure first.
before I would pull it.

I am looking for dimeinsions wieght, lenght ect.

I would pull everything for it.

I am not against a small dent in the firewall..

Sure could be a cool swap.....

 

I was thinking it would be a cool swap also. I have one in my truck. Love that motor. I was thinking one would need the manual trans motor?

 

I would call Novak and ask them if they can give you some advice. Somewhere I read that the Atlas engines have a hole through the oil pan to accommodate the 4x4 half-shafts (IFS of course). Not sure if you can make the pan clear your differential easily.

Sounds like a great engine though.

 

That would be way cool if you could make it work, when my diesel went down I rented a colorado with a straight 5 and a stick, man that was almost enough to not want my 7.3 back, looking forward to what you find out

 

If anyone has some detailed info I would appreciate it.
It looks like I can have this for free if I want it. should know in a couple days.

Its in a total'd trailblazer.
Probably auto but dont know for sure yet.
So that would play in.
Computer flash maybe and flywheel ect.

They have a dumbed down harness that deletes air, auto ect.
And just use mech. gauges.

its aluminum so the weight cant be bad.

The lenght has me woundering.
if I can get the tranny, then I could sell it and the 225 for adapting stuff over.


Or keep the auto but dont really want to give up my sm420.

The 5.3 would probably be better but has it own swap cost's

The I-5 would just be cool and should be light too.

Heres some pics I found.
http://forums.4wheeloffroad.com/70/...-swap-35-vortec-i5-into-my-87-toyo/index.html

 

I am not positive, but I do not think the trailblazer came in a stick during that time. I may be 100% wrong and if so please correct me
Posted via Mobile Device

 

It would be a cool swap. I have not heard of it done but it is on my list of cool motors that needs to find a way into a Jeep.

 

How was it wrecked ,you don't want engine that was runing up side in a ditch????

 

I don't remember the dimensions on the 5 atlas, but I think it is longer than would easily fit in an early jeep. Not impossible, but it wouldn't be an easy swap. Firewall mod , move the trans crossmember, and 2 longer length driveshafts. I am not aware of them coming with a manual trans , but you could swap in a 4 speed. I doubt it would be cost effective, even if the motor was free. It would be an awesome engine, and I wouldn't heasitate to do it if I knew the powertrain was solid.

 

From what I see trailblazers came with the 6.
Which shouldnt fit and yes would most likely be auto.
but he seemed sure it was a 5L
So I dont know anything forsure I guess.
Its in a bone yard.
Have to just wait tilll its ok to take and go check it out

Some of the throttle control stuff they have works off the trans sensors to.
Which raises ?'s
I could keep the trans but not sure how it would adapt to a tcase like my 20 for instance, or.....

I will be able to get firsthand info on the wreck.

And will pass if it looks funny in any way.

Cant wait.

 

I forgot to mention steering and brakes. I don't think the steering column will clear the bellhousing , and the brake master would have to move. I am not a chevy guy, so I could be wrong.

 

Both already moved.

Here are some interesting pics not a jeep but still cool.
http://picasaweb.google.com/autoero...?authkey=Gv1sRgCPPBuPfG5rPEbg&feat=directlink#

 

You don't say what year the vehicle is. Some of the early versions were plagued with piston and ring issues. Vehicles with 20-30,000 miles eating rings and pistons. The later ones didn't seem to have that same issue. I'd do some research on this before going through the work and expense of installing one. Unfortunately I don't remember what years were "early" and which were "late". I will say I got the info direct from GM training when I was there for training in other areas. Would be an interesting conversion if you decide to follow through with this. If so, please keep us posted on the good, bad, and ugly as you go along.

 

trail blazer is the I6 and 4spd auto. would be a very tight fit in an early.

 

some specs from gm:
2010 Vortec 3.7L I-5 VVT ( LLR ) 6/5/2009
Description: 3.7L I-5 (LLR)
Type: I-5
Displacement: 3651cc (223 ci)
Orientation: Longitudinal
Compression ratio: 10.0:1
Valve configuration: Dual overhead cam
Valves per cylinder: 4
Assembly site: Tonawanda, N.Y.
Flint, Mi.
Valve lifters: Roller followers with stationary hydraulic lash adjusters
Firing order: 1 - 3 - 5 - 4 - 2
Bore x stroke: 95.5 x 102 mm
Fuel system: Sequential fuel injection
Fuel type: Regular unleaded
Maximum Engine Speed: 6300 rpm
Emissions controls: Evaporative system
Supplemental Air Injection Reaction
Close-coupled and underfloor catalytic converters
Application: Horsepower: hp ( kW )
Chevrolet Colorado (option) 242 hp ( 180 kW ) @ 5600 rpm SAE CERTIFIED
GMC Canyon (option)
Application: Torque: lb-ft. ( Nm )
Chevrolet Colorado (option) 242 lb-ft ( 328 Nm ) @ 4600 rpm SAE CERTIFIED
GMC Canyon (option)
MATERIALS
Block: Lost foam cast aluminum
Cylinder head: Lost foam cast aluminum
Intake manifold: Composite
Exhaust manifold: High silicon molybdenum
Main bearing caps: Forged powder metal
Crankshaft: Cast nodular iron
Camshaft: Cast nodular iron
Connecting rods: Forged powder metal
Additional features: Chain-driven dual balance shafts
Variable exhaust valve timing (VVT)
Coil-on-plug Ignition
Electronic throttle control
Iridium tip spark plugs
Oil Life Monitoring System
Extended life coolant
Structural cast aluminum oil pan
System 3 E67 Controller
Revised Spray Cone Angle MULTEC 3.5 Fuel Injectors

 

2010 Vortec 3.7L I-5 VVT ( LLR )
2010 model year summary

Carryover Features and benefits from 2009 model year
- Generation 1 System 3 E67 Engine Controller/Engine Management System
- Meets BIN 5 & Bin 4 emission requirements
- MULTEC 3.5 Fuel Injectors

In 2010, the Vortec 3.7L I-5 VVT (LLR) continues in the Chevrolet Colorado, and the GMC Canyon. The 3.7L is mated with the Hydra-Matic 4L60 ( M30) four-speed automatic transmission in these models.

OVERVIEW ( Carryover Features and Benefits from 2009 model year )

The Vortec 3.5L inline five-cylinder was introduced for model year 2004 as the optional engine in the then-new Chevrolet Colorado and GMC Canyon pickups. It was developed jointly with the Vortec 2.9L I-4 (RPO LLV) from the award-winning Vortec 4.2L I-6 (RPO LL8).
The Vortec 3.7L I-5 based on the original 3.5L I-5 brings premium features and advanced technologies to these midsize pickups. These include aluminum-intensive construction, and an engine block and cylinder head cast with GM's patented lost-foam process; dual overhead cams with exhaust cam phasing, coil-on-plug ignition and electronic throttle control for maximum efficiency and performance; a main-bearing structural ladder; die-cast aluminum oil pan; and direct mount accessories for luxury-grade noise, vibration and harshness control.

The Vortec 3.7L I-5 carries over the vane-type cam phaser, first used on the 2006 model year 3.5L I-5, replacing the helical spline and piston phaser used since the engine's launch. The vane phaser represents the current state-of-the-art in cam phasers, providing such benefits as quicker, more efficient response and increased robustness/durability.

The Vortec 3.7L I-5 carries over the VVT (variable valve timing) or cam phasing system employed on the 3.5L I-5, which was one of the world's first truck engines with this technology. The cam phaser changes exhaust cam lobe timing relative to the cam-drive sprocket, which in turn varies exhaust valve timing on the fly, maximizing engine performance for given demands and conditions. At idle, for example, the exhaust cam is at the full advanced position for minimum intake-valve overlap. That allows exceptionally smooth idling. Under other operating conditions, the phaser adjusts to deliver optimal exhaust-valve timing for performance, drivability and fuel economy. The result is linear delivery of torque, with near-peak levels over a broad rpm range, and high specific output (horsepower per liter of displacement) without sacrificing overall engine response or drivability. Because it manages valve overlap at optimum levels, cam phasing also eliminates the need for an Exhaust Gas Recirculation (EGR) system.

As was the spline-piston phaser, the new vane phaser is actuated by hydraulic pressure from engine oil, and managed by a solenoid that operates to a calibrated duty-cycle. Yet the operating mechanism is different. Instead of a helical spline and piston, the vane phaser uses a wheel with four vanes (like a propeller) to turn the camshaft relative to the cam-sprocket. The solenoid directs oil to pressure points on either side of the four vanes; the vanes, and camshaft, turn in the direction of the oil flow. The more pressure, the more the phaser and camshaft turn. Like the previous phaser, the vane phaser turns the Vortec I-5's camshaft a maximum 24 degrees relative to the sprocket. The vane phaser is a much simpler device than the spline-piston phaser, with fewer parts. The vane wheel is made of extruded aluminum; it requires less machining and it's less expensive to manufacture.
Most important, the vane phaser performs more quickly and efficiently than the spline-piston phaser. Because it generates less friction, it rotates the camshaft faster, and for example in some conditions such as when the engine is warm and operating at low rpm, nearly four times faster. This quicker response time improves the engine's overall efficiency and reduces compromises when balancing performance, driveability, fuel efficiency and emissions reduction. More precise control gives GM engineers more options in calibrating the cam phaser to maximize its benefits.

 

continued...

The Vortec 3.7L I-5 carries over the 3.5L I-5's "returnless" fuel injection system from the 2006 model year that eliminates fuel return lines between the engine and the gasoline tank. The new fuel system is also known as a demand system. Before model year 2006, the 3.5's Sequential Fuel Injection (SFI) used a return line to manage fuel pressure by bleeding off excess fuel at the fuel rail and returning the excess to the fuel tank. The new system eliminates the return lines and moves the fuel-pressure regulator from the fuel rail on the engine to the fuel tank. But because the returnless system delivers only the amount of fuel needed by the injectors, and returns no fuel to the fuel tank, it eliminates heat transfer from the engine to the fuel tank. This reduces the amount of vapor generated in the tank and captured by the evaporative emissions control system. Returnless fuel injection allows the Vortec 3.7L I-5 to meet near-zero evaporative emissions standards mandated by the Environmental Protection Agency and California Air Resources Board.

This Vortec inline five-cylinder introduced a number of firsts to GM’s line of truck engines. Along with the previous 2.8L I-4, the 3.5L I-5 was the first truck application (and one of the first North American applications) of a one-piece exhaust manifold-catalytic converter. Emissions engineers know that the faster a catalytic converter reaches operating temperature, the better the converter reduces pollutants in automotive exhaust. This led to the concept of the close-coupled catalyst. Because the exhaust ports and exhaust manifold heat more rapidly than any part of an engine, moving the catalytic converter closer to the manifold allows the catalyst to heat more quickly. So positioned, the catalytic converter achieves light-off, ( the temperature at which exhaust emissions are most efficiently oxidized and reduced ) more quickly. The 2.9L I-4 cast-nodular iron exhaust manifold and catalytic converter are welded together and installed as one part, taking the close-coupled concept to its practical limit. The engine also has a second, underfloor catalyst downstream from the first.

The inline engines have a high compression ratio but still use regular-grade gasoline, due to optimized calibrations and combustion. Typically, high compression engines require high-octane gas to produce maximum power, or to avoid the potentially damaging effects of spark knock or "detonation." The Vortec 3.7L's 10:1 compression ratio delivers the horsepower and combustion efficiency advantages of higher compression, yet allows this inline five-cylinder to operate at peak output on regular gas. These seemingly incompatible ojectives were achieved by optimizing combustion chamber design and airflow to the engine and by applying advanced engine management technologies.

To minimize engine disturbances, the Vortec I-4 and I-5 inline engines were developed with balance shafts. Balance shafts are carefully crafted counterweights that offset the inherent imbalance forces of an inline four- or five-cylinder engine. They are key contributors to the 3.7L's outstanding noise, vibration and harshness characteristics. The shafts rotate in opposite directions at twice engine speed to cancel vibrations that might otherwise be transmitted through the engine mounts to the steering wheel and vehicle seats. They also reduce interior noise. On the Vortec inline engines, the balance shafts are chain-driven off the rear of the crankshaft to take advantage of efficiencies in the family-of-engines philosophy. This allows a common design for the front crank hub and cam drive on all three engines. To further maximize efficiencies, the chain-drive mechanism that spins the balance shafts, the chain, sprockets and tensioner, is identical in the 3.7L I-5 and 2.9L I-4, and it has been designed to minimize friction and parasitic power loss in both engines. The only difference is the crucial one: the shape and weighting of the balance shafts themselves.

Because of its cylinder configuration, an inline five-cylinder engine creates it own unique forces on the crankshaft. Given these characteristics, the Vortec 3.7L I-5's balance shafts each have a pair of counterweights. The two balance shafts act together to create forces equal and opposite to the inherent second-order engine forces, thereby canceling out these vibrations.

The same attention to detail applied throughout the Vortec 3.7L I-5, including things as simple and important as oil filter and spark plugs. Located toward the front of the engine on the right side, the oil filter is easily accessible from underneath. In addition, the filter is mounted pointing straight down, reducing the likelihood of spillage when the filter is unthreaded and lowered
during removal. The spark plugs, located in the center of the cam cover, are just as easy to remove. One fastener holds the ignition-coil cassette. When the cassette is removed, the plugs can be easily accessed.

With the Vortec 3.7L I-5's GM Oil Life Monitoring System, an owner should never pay for an unnecessary oil change again, nor worry that the engine oil has degraded to the point where it
has lost its lubricating properties. That, in turn, can significantly reduce the amount of motor oil used, and the amount of used motor oil the must be recycled. The industry-leading GM Oil Life
Monitoring System calculates oil life based on a number of variables, including engine speed, operating temperature, load or rpm variance and period of operation at any given load and
temperature. It then recommends a change when it's actually needed, rather than by some pre-determined mileage interval. In extreme operating conditions, such as short periods of operation
in very cold temperatures, the GM Oil Life System might recommend a change in as few as 3,000-3,500 miles. When the engine runs under less severe conditions, the system might not recommend an oil change for 15,000 miles.

The Vortec 3.7L I-5 is built at GM’s Flint Engine South engine complex, on the same assembly line as the Vortec 4.2L I-6.

Moreover, the 3.7L and the 2.9L continue GM's first North American application of a true powertrain module or sub-assembly, introducing a new level of both quality and assembly efficiency to both powertrain and vehicle assembly plants. From the engine plant in Flint, the Vortec 3.7L I-5 is shipped to a module plant near the HUMMER H3,H3T, and Colorado/Canyon assembly plant in Shreveport, La. There the engine is mated with the transmission, all accessories such as AC compressor and power steering pump, and transfer cases for four-wheel drive models. The powertrain module is then sent to the vehicle plant and installed in the trucks as a single assembly.

GM’s inline family philosophy first bore fruit with the award-winning Vortec 4.2L I-6 (RPO LL8), launched in the 2002 midsize SUVs, including the Chevrolet TrailBlazer and GMC Envoy. While components such as the crankshaft and large castings are different, 60 percent of the Vortec 3.7L's parts are shared with the 4.2L I-6, by part number. The 3.7L shares nearly 85 percent of its parts with the Vortec 2.9L I-4. That means a line of distinct engines that require what amounts to finish work, rather than ground-up development. In vehicle assembly plants, the inline engines allow maximum commonization. The result is shorter vehicle assembly time and improved build quality.

Bottom line: The Vortec 3.7L I-5 delivers the power of V-6 with the efficiency of an I-4.

 

Over 100.000 miles on my 3.5L. Still running strong and it's a 2005. :?