Quoting Removed, click Modern View to seeThe primary reason for moving from inline to V configuration is packaging........it fits the front wheel drive transverse mounting much better than the long inline engine (Yes, I know the PU isn't FWD, but same basic engine used in multitude of Ford cars). Side benefits for many, including 4.2L Ford V6s (and those first Buick V6s & first Chevy truck V6s) is that by compromising the design of a proper included V-angle, they were able to use existing V8 tooling (major cost factor), but sacrificed balance/vibration to obtain this cost benefit. When manufacturer starts from scratch, with a clean sheet of paper & an all new factory/tooling, etc. they design a V6 with the proper 60 degree V configuration for optimum balance/vibration characteristics, but still not as ideal as inline in that regard. Like most things in life, compromise/trade-offs are the name of the game. Torque is largely a factor of geometry (long stroke & long rod), which could be achieved with any inline or V configuration. However, long stroke & long rod designs make the package larger, not in best interest of compact size or weight. Nothing is ever simple.
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Today's Featured Article - Seeing an Old Friend - by Joe Evans. Dad had a concrete contracting business starting in 1960. One of his first pieces of equipment was a Ferguson TO-35 with a Davis loader. Dad replaced the TO-35 with a MF 202 Workbull, essentially an industrialized Ferguson 35 I am told. Dad bought the 202 new in 1962, and I recall quite clearly going to the dealer with him to sign for it.
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