what is "vortec"??

[97tbird]

2 questions:

1) one of my friends bought a 1997 Chevy conversion van with 5.4(7?)L VORTEC v-8. He was wondering if this "vortec" really has a mechanical "meaning" or is it just another fancy term for a certain series of engines.
Can someone please explain?

2) I have read about a lot of opinions about certain engines by diff. car makes.
What do you guys think of the 1997 Ford 4.6L sohc modular engine that I have in my T-bird?
(my engine's info: 92k miles now, no major repairs; only the IAC replaced, and the DPFE sensor at about 72,000 miles, NEVER had to turn the key twice yet to start, coldest temp seen was 12F, doesn't use oil)

--what is good/bad about this particular motor?
--what's the general oinion as to durability/performance etc?
--how many miles can I expect out of this car?
...just curious.

Thanks a lot in advance.

 

[sbc350gearhead]

The vortec name was originally meant for the unique heads, and the CPI system. The engines are great for power, but the lightweight head castings are not as durable as heavyweight castings used on the TBI models. The intake gaskets used on the vortecs are problematic. The name was so popular, that when GM changed to the LS-1 derived truck engines, they kept the name, although nothing is shared with the earlier models. The L31 vortec heads (used on gen 1 vortec 350's) outflow any other stock cast iron SBC head ever produced by the factory...........including the "bowtie" racing heads.

 

[97tbird]

quote:

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Originally posted by sbc350gearhead:
The L31 vortec heads (used on gen 1 vortec 350's) outflow any other stock cast iron SBC head ever produced by the factory...........including the "bowtie" racing heads.

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SBC,

Thanks for the reply/info.

so..what is CPI?
and does my friend's 1997 van have the real "original" voretch, or a LS-1 derived engine?
(when did GM make the change and just carried the name over, do you know?)

 

[Bret Chase]

GenIII small blocks first appeared in the '99 MY in trucks. both GEN I (5.0,5.7) and Gen III (4.8,5.3,6.0) engines existed in '99 and '00 model years. after '00 only the Gen III LS1 based motors were used in trucks. the 4.3 V6has evolved over time, still retaining much of it's Gen I heritage.

-Bret

 

[DJ]

The Vortec heads(pre-LS1 models) got thier port and chamber design from the iron LT1 heads used on the b/d-bodies(Caprice, ImpalaSS the real one not FWD, Roadmaster, Fleetwood) I have seen stock flow numbers for these from 220-240cfm at .500 which is very good, as said better than all previous smallblock heads. The real kicker is they do it with 1.94/1.50 valves, yet they blow the old mucslecar era 2.02 valved heads out of the water. Really a similar thing can be seen on the Ford side of the fence as well, the best 302 heads are the ones from the 90something Explorers, technology is a great thing.

On the Ford modular motors, they were going for a little intechangability like GM has always had in order to make production cheaper. It is cheaper to make 1million of X part than 300K of "w" 200K of "x", and 500K of "y". Fom an engine science and theory standpoint some of the bore/stroke ratios make no sense and the smallbore hinder flow, but the only complaints I have ever really heard about the engines in actual use were lack of torque and economy. Never heard of many serious mechanical issues.

 

[MNgopher]

I'll also chime in on the modular motor issue from Ford. As you may know,I've owned two of them, both 4.6l V8's in F150's.

The good things about that series of motors is the reliability and durability. They are truly a very solid motor. The 4.6 has been out for (can you believe it) 14 years. It has been used in numerous Ford and Mercury applications (Crown Vic/Grand Maruquis, Town Cars, Mustangs, F150's, E series vans, etc...) over the years. Early versions of the 4.6 suffered from a Valve Guide Seal issue at around 80,000 miles. These motors puke out clouds of blue smoke after idling a short while on acceleration. Ford redesigned the seals in the mid 90's and it is not an issue anymore.

These motors will easily go 200,000 miles with a bit of care. I know I've logged nearly 250,000 on my two trucks without a single engine repair. I can't say that about any other truck I've owned or operated in my jobs.

In the F series, these motors (4.6l V8, 5.4l V8, and 6.8l V10) have a solid reputation for being pretty durable and "trucklike" is the word on the 5.4 engine especially. The 5.4 has a boatload of torque (350 ft-lbs in 2V versions) way down low at 1500 rpms or so. Unfortunately, it tends to run out of steam on the top end.

Problems in the F series have been piston slap (early models - 97-99 especially) that has not seemed to affect durability, leaking head gaskets (99 5.4l V8's bore the brunt of this problem), and some blown spark plugs.

The 6.8l V10, generally looked down upon by owners of larger displacement motors from other brands have nothing to hang their heads about. In nearly any pulloff of comparison test, this motor has always surprised people by more than holding its own.

Knocks on the motor tend to come from the "enthusiast" market. Unlike the old V8's, most of the potential of these motors is tapped out. There isn't a lot more oomph to gain from simple tricks. Witness Ford releasing a new 3 Valve 5.4l in the F150, and it only went from 270 hp in the old version to 300 hp in the new version. A lot of work for not much gain. On top of that, its now behind the Hemi and new 5.6l V8 from Nissan in the Hp department.

Honestly, these are solid motors with good power, but not great. Compared to the motors they replaced, they are leaugues ahead in stock power, but are somewhat dated in the current engine market.

At 97000 miles, your engine is not anywhere near the end of its life. In my '97 F150, the 4.6l still ran like new at 163,000 miles! I only sold it since I got a deal I couldn't refuse on a '99 witht he same setup.

 

[Santo Fontana]

Side note - they are calling the new I6 and I5 engines in the trailblazer and its clones and the replacement for the s-10 VORTECS.

I was thinking about it today and thought it must have something to do the the fuel injection or eng management in general - I guess I was wrong.

Not supprised to see its marketing.

hmm those inline engines seem to be begging for a turbo

 

[Sumerduckman]

Keep a close eye on your coolent level and/or start doing regular UOA's on the T-Bird. A buddy of mine at work, who has the same 97 with the 4.6v8 ,just had his hydrolock with a blown head gasket at 98k miles. New motor time. 3-5000 bucks.He has babied this car since new, and it still looks new. 3000 mile OCI's with syn oil, and puts it under a cover every night. FoMoCo is not his favorite subject at the moment.

 

[tom slick]

i always thought it had something to do with intake/port design. i figured it swirled the air as it comes in like a vortex (vortec).

 

[sbc350gearhead]

Actual L31 vortec heads, have high efficiency "fast burn" chambers, and have a different, straighter, more efficient port design........which is why they require a special intake manifold. You can get traditional intakes, that have been drilled for the vortec heads, but the intake ports don't match up. Luckily the aftermarket is now producing intakes designed for the vortec heads.