If you're not a geek, save yourself some time and skip this thread now. If you are, read on...

I was perusing through the "engine" section of the service manual and came across these little nuggets. Some are just general FYI kind of stuff and some might prove useful when doing mods...

ENGINE - SERVICE INFORMATION
DESCRIPTION
The engine is a modular design. The engine uses a 90-degree V-angle rotating assembly which provides space for long intake manifold runners which provide high torque across a broad range of engine speeds for driving ease. The engine uses a split-pin crankshaft to provide even firing, and a balance shaft to compensate for the rocking motion which occurs with a 90-degree V-6.

OPERATION
The engine produces 215 bhp @ 5,700 rpm and 230 lb.-ft. of torque @ 3,000 rpm. Its 6,000 rpm maximum operating speed is electronically limited by interrupting the fuel supply. The engine is tuned to provide high torque over a broad range of engine speed for optimum drivability. 90% of max torque is available from about 2,300-5,300 rpm, 98% of max torque is available from 3,000-4,500 rpm.

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CYLINDER HEAD
DESCRIPTION
Extremely compact, single overhead camshaft aluminum alloy cylinder heads have two intake and one exhaust valve per cylinder.

OPERATION
The cylinder heads, having three valves per cylinder minimizes exhaust port surface area, keeping more heat in the exhaust stream to provide fast catalytic converter heating for low emissions and to reduce cooling load. A three valve configuration also simplifies the engine by allowing use of one cam per bank rather than two and provides room in the combustion chamber for two spark plugs that provide more complete combustion. Valves are set at an included angle of 35.5 degrees, forming a shallow combustion chamber. A central passage in each head that connects with each cylinder delivers either assist air or recirculated exhaust if needed to reduce exhaust emissions. The camshafts turn directly in the head; no bearing inserts are used. Transverse coolant flow within the head provides optimal cooling of the exhaust valve seats while minimizing heat extraction from the exhaust ports to enhance catalytic
converter warm up.

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CYLINDER HEAD COVER
DESCRIPTION
Magnesium cylinder head covers provide trouble-free sealing, are lighter than aluminum and dampen valve noise. They are cast in two pieces to create internal ventilation passages with oil separators for crankcase vapor ventilation. This ventilation system virtually prevents the possibility of oil sludge formation due to the retention of water vapor in the engine.

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CAMSHAFT
DESCRIPTION
The induction-hardened, forged-steel camshafts are hollow to minimize weight. The camshaft and crankshaft sprocket teeth are rubber coated, making chain noise indiscernible from other engine noise.

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INTAKE/EXHAUST VALVES AND SEALS
DESCRIPTION
Two 1.42-in. (36-mm) intake valves and a single 1.61-in. (41-mm) exhaust valve per cylinder are operated by a double-width roller chain-driven camshaft per bank using roller rocker arms. Lightweight hydraulic adjusters in the rocker arms at the valves take up valve clearance for quiet operation. For minimum weight and maximum rigidity the compact rocker arms are pressure-cast aluminum. They pivot through roller bearings on rocker shafts bolted to the heads. Using computer-aided measurement and calculation techniques, valve dynamics are equivalent to that achieved by direct valve actuation through in-line tappets, but with far less friction.

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PISTON AND CONNECTING ROD
DESCRIPTION
Flat-topped aluminum pistons (3 and 6) have machined pockets for valve clearance and asymmetrical skirts for low-temperature noise control. The pistons are formed from a special aluminum alloy to cope with the high temperatures created by dual ignition. In addition, the upper portions are hard anodized
to protect the top ring. For optimal wear protection, the piston skirts receive an iron coating. Three, low-tension piston rings provide compression control with low oil consumption. Forged steel connecting rods (8) and crankshaft provide requisite strength with light weight. Connecting rods are forged in one
piece from steel, and cracked rather than machined along the split line, providing a perfect fit for the two halves and reducing weight by 20 percent compared to a fully machined rod and cap while also greatly reducing machining. The rods are drilled longitudinally to deliver oil under pressure to the wrist pins (2
and 5), minimizing wear for long life.

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OIL PUMP
DESCRIPTION
The gear-type oil pump is located below the crankshaft and is driven from the crankshaft by a separate roller chain.

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INTAKE MANIFOLD
DESCRIPTION
A magnesium two-stage resonance intake manifold has long runners to enhance low-speed torque and shorter runners for added horsepower. The runners, and the plenum chamber that feeds them, nest between the cylinder banks. Complex components of the multi-piece die-cast manifold are adhesive bonded together.

OPERATION
A variable intake manifold provides a marked supercharging effect to air flow entering the cylinders as the intake valve closes. Long individual tubes for each cylinder that enhance low-speed torque have a tuned length of 32.9 inches (835 mm). This length is achieved by coiling the tubes in the valley of the cylinder block. In these tubes, the air rotates 450 degrees from entry to cylinder head. To achieve a similar effect at higher speeds, a tube length of 18.3 inches (465 mm) is used. Butterfly valves in the walls of the long tubes, operated by the engine control computer, switch the flow between long and short flow paths at approximately 3,700 rpm. The engine speed for switchover to the short tubes provides an imperceptible change in engine torque, because the maximum supercharging effect is consistent throughout the 2,000 to 5,000-rpm speed range.

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EXHAUST MANIFOLD
DESCRIPTION
Thin-wall air-gap construction for the exhaust manifolds reduces underhood temperature by keeping heat in the exhaust stream. This also allows the catalytic converter to be mounted in a more advantageous position for packaging, under the floor instead of close to the engine. Stainless steel inner manifolds, separated by an air space from two-piece stainless steel outer shells, reduce heat loss to the air in much the same way thermo-pane glass reduces heat loss through windows. Hydro-formed inner manifolds, through which the exhaust flows, provide precise dimensional control. They are assembled to the cylinder head flanges, exhaust pipe flanges and the outer shells by laser welding.