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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 descendents of the early 231 continue to be the most-common GM V6.

Another oddity of this engine is that although it is a 90° V6 it has the GM 60° V6 bell housing pattern when it is used in FWD or RWD applications (pre-3800 series RWD cylinder blocks incorporated the BOP bellhousing pattern). For use in the RWD applications, the bellhousings on both the manual and automatic transmissions are altered.

The engine is produced at the Flint North plant in Flint, Michigan.

Contents

[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:

[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 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:

[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 in 1984.

The turbo 3.8 was used in the following vehicles:

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] Stage II

In 1980 Buick began a revolution in racing. Using the 4.1L block and modified heads, these engines produced 385 hp. Soon reaching the limits of stock crankshafts and cylinder heads, an engine program was begun to make this engine competitive. Higher strength cast iron for the block, the now infamous Stage II cylinder heads, and forged, split journal crankshaft soon generated over 525 hp from 4.5L (4" bore x 3.625" stroke). Despite being odd-fire, it was no more harsh than other racing V8s, and the vibrations had no ill effects on the race car's longevity.

Buick competed and won in Busch, and Grand National, against 311 cuin V8s. Buick pioneered the C3I ignition, which was a programmable lost spark digital ignition. Buick's cylinder head design was copied by Chevrolet and Ford racing some 15 years later, and by the Corvette Z06s LS7 in 2006. Buick also pionered sequential port fuel injection. This mainly improved throttle response, mileage, emissions, and assured the engine wouldn't go lean and detonate.

In drag racing, again the Buick V6 won against turbocharged V8s. Ken Duttweiler built engines to over 1200 hp, and some street cars put out close to 1000 hp. The GNX was easily modified to 600-700 hp, and making 10 second street cars. The Buick Regal/GN solid axle provided a quick launch and low E.T.

[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

Image:3800 LN3 89 bonneville.JPG

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:

[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:

[edit] Series I

[edit] L27 Naturally Aspirated

Image:3800II L36.JPG

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:

A supercharged 3800 installed in a Buick Riviera for 1995, the last year of Series I L67 production. Power is 225 hp (168 kW) for this version.

[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:

[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. 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

Image:Holden Commodore VT V6-cropped.JPG This engine is or was used in the following vehicles:

[edit] L67 Supercharged

Image:Regal l67.jpg 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:

[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, and 1.80" intake valves and 1.52" exhaust valves are used. Electronic throttle control is added to all versions, as is returnless fuel injection. Stronger, 6" long powdered metal sinter forged connecting rods are used, 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).

[edit] L26 Naturally Aspirated

The L26 is the Series III version of the 3800. It is still a 3.8 L design.

Websites such as Firebird.com and turboregal.com chronicle modified V6s making 300, 400 and even 500 bhp with stock internals. A common mod is to use Series III connecting rods to withstand those power levels.

To date, no aftermarket manufacturer offers a new cylinder head - only ported stock heads. Coming in March 2007 is the ZZ Performance aluminum cylinder head. It is expected to reach 8/10 the performance of full bore Stage II heads. A competing cylinder head and lower supercharger intake from a yet unnamed company is under development.

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:

[edit] See also

[edit] External links

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