Buick V6 engine
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The Buick V6 engine family, sometimes called the Fireball, is a large V6 engine used by General Motors. The block is made of cast iron and all use two-valve-per-cylinder iron heads, actuated by pushrods.
The 3800 was on the Ward's 10 Best Engines of the 20th Century list, and is one of the most-produced engines in history. To date, over 25 million have been produced.
The most-surprising aspect of this engine is GM's 1967 decision to sell the design to Kaiser-Jeep. The muscle car era had taken hold, and GM no longer felt the need to produce a V6. The energy crisis a decade later prompted the company to buy the design back from American Motors (AMC), who had by that point bought Kaiser-Jeep, and the descendants of the early 231 continue to be the most-common GM V6.
Though the pre-3800 RWD V6 uses the BOP bellhousing pattern that it inherited from its aluminum V8 ancestor, an oddity of both the FWD and RWD 3800 V6 is that although it is a 90° V6, it uses the GM 60° V6 bell housing. For use in the RWD applications, the bellhousings on both the manual and automatic transmissions are altered slightly.
The engine is produced at the Flint North plant in Flint, Michigan.
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[edit] Fireball V6
The first engine in this family was introduced in 1962 with Buick's 198 in³ (3.2 L) engine, the first V6 in an American car. Because it was derived from Buick's 215 in³ (3.5 L) V8, it has a 90° bank between cylinders.
[edit] 198
Buick Division, concerned about the high manufacturing costs of their innovative aluminum 215 in³ (3.5 L) V8 engine, sought to develop a cheaper, cast-iron engine based on the same tooling. They settled on an unusual 90° V6 layout that was essentially the architecture of the '215' less two cylinders. In initial form, it had a bore of 3.63 in (92 mm) and stroke of 3.20 in (81 mm), for an overall displacement of 198 in³ (3248 cc). It weighed about 35 lb (15.9 kg) more than the aluminum engine, but was far cheaper to produce. Dubbed the Fireball V-6, it became the standard engine in the 1962 Buick Special. In their test that year, Road & Track was impressed with Buick's "practical" new V6, saying it "sounds and performs exactly like the aluminum V8 in most respects."
[edit] 225
The bore was increased to 3.75 in (95 mm), and stroke increased to 3.40 in (86 mm), increasing displacement to 225 in³ (3.7 L). Since the engine was similar to the popular small-block V8, the engine was made cheaply at the same factory with much of the same tooling.
The V6 was dropped after the 1966 model year in favor of a conventional inline-6 engine, and the tooling was sold to Kaiser-Jeep.
[edit] Dauntless
In 1965, Kaiser-Jeep began using the Buick 225 in Jeep CJs. It was known as the Dauntless 225 and used a much heavier flywheel than the Buick version to dampen vibrations. Buick sold the tooling for this engine to Kaiser in 1967, as the demand for the little engine was waning steadily in an era of V8s and muscle cars. When American Motors (AMC) bought Jeep, they replaced the V6 with AMC Straight-6 engines.
Applications:
- 1966-1971 Jeep Jeepster Commando
- 1966-1971 CJ-5
- 1966-1971 CJ-6
[edit] 231
The 1973 oil crisis prompted GM to look for more economical engines. One quick idea was tried by GM engineers - installing an old Fireball V6 into a Buick Apollo. The solution was so good that GM wanted AMC to put the engine back into production. However, AMC's cost per unit was deemed as too high. Instead of buying completed engines, GM made an offer to buy back the tooling and manufacturing line from AMC in 1974. With production back within GM, Buick re-introduced the V6 in certain 1975 models. The bore was enlarged to 3.8 in (97 mm), to match Buick's 350 in³ (5.7 L) V8 for a total of 231 in³ (3.8 L) displacement.
The engine, as it had since its creation, had problems with roughness due to the uneven firing pattern inherent in this engine's design. In 1977, Buick devised an innovative "split-pin crankshaft" redesign of the crankshaft, flywheel, and distributor which greatly alleviated the problem, creating a new even-firing version of the engine. Due to difficulties with the new fuel economy and emissions standards, the engine produced just 110 hp (82 kW).
This engine was used in the following vehicles:
- 1975 Buick Skyhawk
- 1975 Buick Apollo
- 1975 Buick Century
- 1975 Buick Regal
- 1976 Buick LeSabre
- 1976 Buick Skylark
[edit] LD5
In 1978, GM began to market the 231 as the 3.8 liter as metric engine sizes became common in the United States. The RPO Code was LD5, though California-emissions versions were called LC6. Starting in 1979, the engine was used in the front-wheel drive Buick Riviera, though still with a longitudinal mounting. Larger valves and better intake and exhaust boosted the power output for 1979.
A turbocharged version was introduced as the pace car at the 1976 Indianapolis 500, and a production turbo arrived in 1978. The turbo 3.8 received sequential fuel injection and distributorless ignition in 1984. In 1986 an air-to-air Garrett intercooler was added and the RPO Code became LC2. The respective horsepower ratings for 1986 & 1987 were 235 hp (175 kW) & 245 hp (183 kW). The limited production GNX benefitted from additional factory modifications such as a ceramic turbocharger, more efficient Garrett intercooler, low restriction exhaust system and revised programming which resulted in a 276 hp (206 kW) factory rating although it is widely known that the actual power was closer to 300 hp (222 kW).
The turbo 3.8 liter was used in the following vehicles:
- 1978-1987 Buick Regal Sport Coupe, T Type, Grand National and GNX
- 1978-1980 Buick LeSabre Sport Coupe
- 1979-1980 Buick Century Turbo Coupe
- 1979-1985 Buick Riviera S Type and T Type
- 1980-1981 Chevrolet Monte Carlo
- 1989 Pontiac Trans Am Turbo
The turbocharged 1987 Buick Regal Grand National was called America's quickest automobile, and the model continues to be collected and appreciated today.
[edit] 3.2
A smaller version of this engine was produced in 1978 and 1979. The bore was reduced to 3.5 in (89 mm), resulting in an engine that displaced 196 in³ (3.2 L). The RPO code was LC9. Initially this engine produced 90 hp (67 kW), but in 1979 it received the same improvements in the cylinder heads as did the LD5, and therefore increased power to 105 hp (78 kW).
[edit] 4.1
In response to rising gas prices, a larger 4.1 L version of the 3.8 L LD5 V6 was produced from 1980 through 1984 by enlarging the bore to 3.965 in (100.71 mm). This was found in many large rear-wheel drive Buicks, and in some models from each of GM's other divisions.
[edit] 3.0
A small 3.0 L version was produced for GM's 1980s front-wheel drive cars. Introduced in 1982, it was a lower deck version of the 3.8 designed for transverse application in the new GM A platform cars like the Buick Century and Oldsmobile Cutlass Ciera. It shared the same bore size as its larger sibling, but featured a smaller stroke of 2.66 in (67.56 mm). Introduced with a 2-bbl carburetor, it later received multiport fuel injection. Power produced was:
- VIN code E: 2-bbl carburetor:
- 110 hp @ 4800 rpm, 145 ft·lbf @ 2600 rpm
- VIN code L: MPFI:
- 125 hp @ 4900 rpm, 150 ft·lbf @ 2400 rpm
[edit] 3.8 FWD
In mid-1984, the engine was modified for transverse-mounting in smaller, FWD vehicles, and equipped with multiport fuel injection (MPFI). This was updated to sequential fuel injection (SFI) in 1986, and initially produced in two forms, one with flat lifters (tappets), and the other with a roller camshaft and lifters. The latter was offered in various models through 1988. Power produced by this engine was:
- VIN code B: flat lifters (tappets)
- 140 hp @ 4400 rpm, 200 ft·lbf @ 2000 rpm
- VIN code 3: roller lifters (tappets)
- 125 hp @ 4400 rpm, 195 ft·lbf @ 2000 rpm (1984-1985 MPFI)
- 150 hp @ 4400 rpm, 200 ft·lbf @ 2000 rpm (1986-1988 SFI) (LG3)
[edit] 3800 V6
Naturally Aspirated - This means that the engine is not inducted, not supercharged, not turbocharged, it pulls its own air in.
Supercharged - This means that air is force fed into the cylinders by a belt-driven induction device called a supercharger. It has the same function as a turbocharger, except that a supercharger is driven by the engine's accessory belt, rather than by exhaust flow. This avoids the problem of "turbo lag", but still serves the same purpose of force feeding the engine with oxygen.
[edit] Pre-Series I
[edit] LN3 Naturally Aspirated
In 1988, the 3800, also known as the LN3 RPO designation was introduced, and these engines would later be loosely considered the Pre-Series I, although the older 3.8 SFI (LG3)was still available that year in some models. Designated initially by VIN code C, the 3800 LN3 was a major redesign, featuring changes such as a balance shaft, on-center bore spacing, use of a 3x/18x crank-trigger system, and other improvements. This generation continued in use in several GM products, including Australian Holdens, into the 1990s. It produced 165 hp (123 kW) from 1988 through 1991. The LN3 is very closely related to the L27 and Series I Supercharged. In fact, supercharger-related hardware can be fitted to an LN3 without changing the cylinder heads (ECM reprogramming required).
Applications:
- Holden Commodore (VN, VP, VR)
- Oldsmobile Delta 88
- Oldsmobile Ninety-Eight
- Oldsmobile Toronado
- Pontiac Bonneville
- Buick LeSabre
- Buick Electra
- Buick Reatta
- Buick Riviera
[edit] 3300
A smaller 3.3 L 3300 was introduced in 1989 and produced through 1993. It is effectively a lower-deck version of the 3800, with a smaller 3.70 in (93.98 mm) bore and a 3.16 in (80.26 mm) stroke for a total of 3344 cc (204 in³). Like the 3800, it used a cast iron block and heads, pushrods, and hydraulic lifters. Unlike the 3800, however, it used a batch-fire injection system rather than sequential injection, as evidenced by the lack of a cam position sensor. Power output was 160 hp (119 kW) at 5200 rpm and 185 ft·lbf (251 N·m) at 2000 rpm with a 5500 rpm redline.
Applications:
- Buick Century
- Buick Skylark
- Pontiac Grand Am
- Oldsmobile Achieva
- Oldsmobile Calais
- Oldsmobile Cutlass Ciera
[edit] Series I
[edit] L27 Naturally Aspirated
The LN3 was replaced by the L27 in 1991-1992 and produced 170 hp (127 kW) from 1992 onward, this engine was referred to as the Series I 3800. The L36 made its debut in 1995.
Applications:
- Buick LeSabre
- Pontiac Bonneville
- Buick Park Avenue
- Pontiac Trans Sport
- Oldsmobile Eighty-Eight
- Buick Riviera
- ...and many more!
[edit] Supercharged
The Series I supercharged engine went through many internal changes and the horsepower changed rapidly between the time it was introduced and the time that the Series II L67 was introduced. The supercharger was manufactured by Eaton, exclusvely for the GM 3800 engine. HP was rated at 205 for 1992-1993 engines, and 225 for 1994-1995 engines. The additional horsepower was gained by using a larger throttle body, and epoxy coated supercharger rotors, improving efficiency. The 1994-1995 utilized a 2.85" pulley versus the 2.55" pulley used on the 92-93 supercharger.
Applications:
- Buick Park Avenue Ultra (Opt)
- Buick Riviera(Opt)
- Oldsmobile Eighty-Eight LS (opt), LSS (opt)
- Oldsmobile Ninety-Eight (opt)
- Pontiac Bonneville SLE (opt. SC package), SSE (opt) & SSEi
[edit] Series II
Introduced in 1995, the Series II is quite a different engine. Although the stroke for the 3.8 L engine remained at 3.4 in (86 mm), and the bore remained at 3.8 in (97 mm), the engine architecture was vastly changed. The piston connecting rods were 1 in (25 mm) shorter, so the crankshaft was redesigned. A new intake manifold improved breathing, and a new cylinder head had larger valves. The result was 205 hp (153 kW) and 230 ft·lbf (312 N·m), better fuel economy, and 26 lb (12 kg) lighter overall weight (to 392 lb). The 3800 weighs only 22 lb more than the High Feature V6, despite being an all cast iron design.
In 1999 the 3800 Series II in the Chevrolet Camaro and Pontiac Firebird received a new throttle body with Electronic Throttle Control.
The 3800 Series II was on the Ward's 10 Best Engines list for 1995 through 1997.
[edit] L36 Naturally Aspirated
This engine is or was used in the following vehicles:
- Buick Le Sabre
- Buick Park Avenue
- Buick Regal
- Buick Riviera
- Chevrolet Camaro
- Chevrolet Impala
- Chevrolet Lumina LTZ
- Chevrolet Monte Carlo
- Holden Commodore (VS, VT, VX, VY, VZ)
- Oldsmobile Eighty-Eight
- Oldsmobile Intrigue
- Oldsmobile LSS
- Oldsmobile Ninety-Eight
- Pontiac Bonneville
- Pontiac Firebird
- Pontiac Grand Prix
[edit] L67 Supercharged
The L67 is the supercharged version of the Series II L36 and appeared in 1996, one year after the normally-aspirated version. It uses the Eaton Generation 3 M90 supercharger with a 3.8" pulley, a different throttle body, fuel injectors, cylinder heads, and lower intake manifold than the L36 uses. Both engines share the same engine blocks, but compression is reduced from 9.4:1 in the L36 to 8.5:1 for the L67. Power is up to 240 hp (180 kW) and 280 ft·lbf (380 N·m) of torque. Final drive ratios are reduced in most applications, for better fuel economy and more use of the engine's torque in the low range. The engine is built in Flint, Michigan. The engine was certified LEV in 2001.
This engine is or was used in the following cars:
- 1996-2005 Buick Park Avenue Ultra
- 1997.5-2003 Buick Regal GS
- 1996-1999 Buick Riviera (optional 1996-97, std. 1998-99)
- 2004-2005 Chevrolet Impala SS
- 2004-2005 Chevrolet Monte Carlo SS
- 1996-2004 Holden Commodore
- 2001-2004 Holden Monaro
- 1996-1999 Oldsmobile Eighty-Eight LSS (limited)
- 1996-2003 Pontiac Bonneville SSEi
- 1997-2003 Pontiac Grand Prix GTP
[edit] Series III
The Series III motors include many changes. The upper intake manifold is now aluminum on the naturally aspirated models. Intake ports are midly improved, 1.83" intake valves (instead of 1.80" as on Series II) and 1.52" exhaust valves were introduced in 2003 engines, just before switching to Series III. Electronic throttle control is added to all versions, as is returnless fuel injection. Stronger powdered metal sinter forged connecting rods are used in 2004+ supercharged, and 2005+ naturally aspirated engines, instead of the cast iron style from Series II engines. Emissions are also reduced. In 2005, it was the first gasoline engine in the industry to attain SULEV (Super Ultra Low Emissions Vehicle).
Also note that Series III engines are the base for any 3800 produced for the 2004 year and up. This means the same block, heads, & connecting rods apply to any remaining Series II engines made after 2004 also. The difference is that Series III engines received the new superchargers (if equipped), intake manifolds, fuel systems, and electronics.
[edit] L26 Naturally Aspirated
The L26 is the Series III version of the 3800. It is still a 3.8 L design. Compression remains at 9.4:1 as with previous L36's, but the aluminum upper intake (2004+) and stronger connecting rods (2005+) are the primary physical changes. The powdered metal connecting rods were meant to be introduced in 2004 along with the L32's, but the GM plant in Bay City, MI that supplies the Flint, MI plant could not achieve the desired production dates in time for that engine year.
This engine is used in the following vehicles:
[edit] L32 Supercharged
The L32 is a supercharged Series III. Introduced in 2004, the main differences between the L67 and the L32 is the L32's electronic throttle control, slightly improved cylinder head design, and updated Eaton supercharger, the Generation 5 M90. HP output is up to 260 hp in the Grand Prix GTP, though an inferior fuel supply system, and excessive torque management in the PCM, results in the 2004+ being no faster than the 1997-2003 Grand Prix GTP in stock form.
Applications:
- 2004-05 Pontiac Grand Prix GTP, GTP Comp G, & optional on 2006+ GT
[edit] Future of the 3800
Production of the 3800 V6 is unofficially scheduled to end on January 1, 2009. Originally GM had set this date for January 1, 2005, however due to the vast number of complaints from both investors and customers because of the popularity and reliability of the engine, the date was extended. At the end of production, the LX9 3500 OHV V6 will replace the naturally aspirated 3800 applications, and the LY7 3600 DOHC V6 will replace the supercharged 3800 applications.[citation needed]
