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Barry, I will get these different measurements between the 2.8 early/late, 2.9 and 4.0 this week.
The historical conventional wisdom was that the 2.9 / 4.0 exhaust port layout was incompatible with the Series Alpine steering system and it seems to me that the front accessory drive length issue was pretty much ignored. Recent events (i.e.; DanR's prototype 4.0 headers), suggest that the conventional wisdom may have been wrong, but only a car on the road will settle the issue.
I don't have the 2.9 shaft. Will find one.Dan, my question on the oil pump driveshaft. Do you have a 2.9 (Torx) and 2.8(Hex/Allen) to compare for length?
Part of the question is where you should measure from. Maybe from the front face of the engine blocks?
As I recall, Jim Ellis crammed a 2.9 crank into his 2.8. He had to machine the snout of the crank to do so. So I guess it is a case of bad news - good news. The bad news being the crank needs machining, the good news there is ample meat in the crank. With overbore and the 2.9 crank, he no longer had 2.8 displacement. It would be 2.9+. Probably close to 3.0.
Bill
Dan,
The problem with the 2.9 and 4.0 engines is the overall length, so it seems to me that the "mounted length" of the various damper / pulleys is at least as important as the diameter.
I would suggest that any
gm V6 installer not use the tilted trans setup. Creates a very wide transmission tunnel.
Bill
The Silver Alpine had a GM V6 when I bought it. Headers were a major problem along with the need to have a rack and pinion replacing the stock Alpine steering. The way it was mounted required a modification for the radiator too. The tunnel was modified differently from the Ford V6. My PICs are all gone I think. Can't remembr it the GM V6 had a front sump oil pan?