• (natural aspirated engines) • (supercharged engines) The Buick V6, popularly referred to as the 3800 and initially marketed as Fireball at its introduction in 1962, was a large used. The block is made of cast iron and all use two-valve-per-cylinder iron heads, actuated. The 3800 was on the list, made Ward's yearly 10 Best list multiple times, and is one of the most-produced engines in history.

To date, over 25 million have been produced. In 1967, GM sold the design to.

The era had taken hold, and GM no longer felt the need to produce a V6, considered in North America an unusual engine configuration at the time. The a decade later prompted the company to buy the design back from (AMC), who had by that point bought, and the descendants of the early 231 continue to be the most-common GM V6 as it developed into a very durable and reliable design.

Nagin Bin Music Mp3 Download here. Though the pre-3800 (RWD) V6 uses the bellhousing pattern, an oddity of both the (FWD) and RWD 3800 V6 is that although it is a 90° V6, it uses the (Metric Pattern). For use in the FWD applications, the bellhousings on the FWD transmissions are altered slightly. This engine has the cylinders numbered 1-3-5 on the left-hand bank (front bank for FWD applications) and 2-4-6 on the right-hand bank, the number 1 cylinder being the furthest from the flywheel end. The firing order is 1-6-5-4-3-2.

Feb 02, 2009 Cadillac forums: Cadillac. I'm just looking for an install guide or some kind of how to incase. I had a website link for a while on my last laptop with a cam.

The engine was produced at the plant in, with engine blocks and cylinder heads cast at the Grey Iron plant (now the GM Saginaw Metal Casting Operations plant) in. It is a derivative of Buick's 215 cubic inch (3.5 L) aluminium V8 family, which also went on to become the, another engine with a very long life (1960–2006).

Contents • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Fireball V6 [ ] The first engine in this family was introduced in 1961 for the 1962 model year with Buick's 198 cu in (3.2 L) engine, the first V6 in an American car. Because it was derived from Buick's 215 cu in (3.5 L), it has a 90° bank between cylinders and an due to the crankshaft having only three crank pins set at 120° apart, with opposing cylinders (1-2, 3-4 and 5-6) sharing a crank pin in, as do many V8 engines. The uneven firing pattern was often perceived as roughness, leading a former American Motors executive to describe it as 'Rougher than a cob.' In 1977, Buick redesigned the crankshaft to a 'split-pin' configuration to create an 'even-firing' version.

The crank pins associated with the opposing cylinders were offset from each other by 30°. The relatively small offset did not require flying arms to be incorporated, however a 3.0 mm thick flange was built in between the offset crank pins to prevent the connecting rod big-ends from 'walking' off the crank pin bearing journal and interfering with the adjacent big end. The 3.0 mm thick flange effectively caused the connecting rods on the left-hand bank of cylinders (forward bank for FWD applications) to move 3.0 mm forward relative to the right-hand bank, but the engine block remained unchanged compared to the odd-fire engine. Since the cylinders center-lines were no longer centralized over the crank pin bearing journals, the connecting rods were re-designed with the big-ends offset from the piston pin ends by 1.5 mm. The engine in this configuration became known to have 'off-centre bore spacing'. The off-center design continued up until the 1988 LN3 version of the engine, when the left-hand bank of cylinders was moved forward relative to the right-hand bank.

Although the actual bore spacing between cylinders on the same bank remained unchanged at 107.7 mm (4.240'), the LN3 and later engines became known to have 'on-center bore spacing'. 198 [ ] Division, concerned about high manufacturing costs of their innovative aluminum 215 V8, sought to develop a cheaper, cast-iron engine based on the same tooling. They settled on an unusual 90° layout that was essentially the architecture of the '215' less two cylinders. In initial form, it had a bore of 3.625 inches (92.08 mm) and stroke of 3.1875 inches (80.96 mm), for an overall displacement of 198 cu in (3.2 L). It weighed about 35 lb (15.9 kg) more than the aluminum engine, but was far cheaper to produce. Dubbed the Fireball V6, it became the standard engine in the 1962.

In their test that year, was impressed with Buick's 'practical' new V6, saying it 'sounds and performs exactly like the aluminum V8 in most respects.' 225 [ ] The bore was increased to 3.75 in (95.3 mm), and stroke increased to 3.4 in (86.4 mm), increasing displacement to 225 cu in (3.7 L). Since the engine was similar to the popular small-block Buick V8 — now with a cast-iron block and displacement of 300 cubic inches (4.9 L), the engine was made cheaply at the same factory with much of the same tooling. This engine was used in Buick's intermediate-sized Special and Skylark models from 1964 to 1967 and Oldsmobile's mid-sized F-85/Cutlass models for 1964 and 1965.

1964-1965 models featured a 1-barrel Rochester MonoJet, producing 155 hp. In 1966-1967, the 1-barrel was replaced with a 2-barrel Rochester 2GV, giving the engine a 5-horsepower boost to 160 hp. The V6 was dropped after the 1967 model year in favor of a conventional 250 cubic-inch (4 L) engine built by the division, and the tooling was sold to.

Dauntless [ ] In 1965, began using the Buick 225 in. It was known as the Dauntless V6 and used a much heavier flywheel than the Buick version to damp vibrations resulting from the engine's firing pattern. Buick sold the tooling for this engine to Kaiser in 1967, as the demand for the engine was waning steadily in an era of V8s and. When (AMC) bought Jeep, they replaced the V6 with. Applications: • 1966–1971 • 1966–1971 • 1966–1971 231 [ ] The prompted GM to look for more economical engines than the V8s of 350, 400 and 454/455 cubic inches that powered most General Motors cars and trucks during that time.

At that time, the only 'small' engines generally offered by GM were built by the Chevrolet division including the 140 cubic-inch (2.3 L) OHC aluminum four-cylinder engine used in the subcompact Chevy Vega and a used in smaller Chevy, Buick, Oldsmobile and Pontiac models, whose design roots dated back to the 1962 Chevy II (Nova). One quick idea was tried by Buick engineers — taking an old Fireball V6 picked up at a junkyard and installing it into a 1974 Buick Apollo. The solution worked so well 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 April, 1974, and began building the engines on August 12. With production back within GM, Buick re-introduced the V6 that fall in certain 1975 models — a move made possible by the fact that foundations for the old V6 machinery were still intact at Buick's engine assembly plant in Flint, Michigan, so it was easy to put the old tooling back in place and begin production at least two years ahead of the normal schedule that would have been required to create new tooling. The bore was enlarged to 3.8 in (96.5 mm), identical to the and V8s, yielding 231 cu in (3.8 L) displacement.

78,349 231s were installed in Buicks for 1975. 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 • 1975–1980 • 1975–1977 • 1975–1977 • 1975–1976 • 1975–1979 • 1978–1981 • 1978–1987 • 1978–1983 Both he 229 CID 3.8 liter engine used in the Malibu starting in 1980 and the 200 CID version first used in 1978 were NOT versions of the Buick 3800 Engine, but a different Chevy-built engine. Both the Buick V6 and the 229 cid Chevrolet V6 are 90-degree V6 engines, and both are often referred to as being a 3.8L V6.

These engines should not be confused as being the same, and are unique engine designs. The 229 CID Chevrolet V6 was essentially a small block Chevy V8 missing two cylinders. • 1978–1987 This is very confusing, as Monte Carlo at various times used both the V6 from the Buick engine as well as the V6 engine derived from the Chevrolet V8. • 1978–1980 • 1978–1987 • 1975–1980 • 1977–1979 • 1978–1987 • 1976–1980 • 1976–1981 • 1978–1981 • 1977–1979 LD5 [ ].

The original, carburetted turbocharged LD5 from a 1978 Regal Sport Coupe In 1978, GM began to market the 231 as the 3.8 liter as sizes became common in the. The was LD5, though California-emissions versions were called LC6. Starting in 1979, the engine was used in the, though still with a longitudinal mounting. Larger valves and better intake and exhaust boosted the power output for 1979. A version was introduced as the pace car at the 1976, and a production turbo arrived in 1978. The turbo 3.8 received and a distributorless ignition system in 1984. In 1986 an air-to-air intercooler was added and the RPO Code became LC2.

The LC2 engine has a bore of 3.80' and a stroke of 3.40'. 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, more efficient Garrett intercooler, low restriction exhaust system and revised programming which resulted in a 276 hp (206 kW) factory rating.

The turbo 3.8 liter was used in the following vehicles: • 1978–1987 Sport Coupe, T-Type, Grand National, Base T, Limited T, Turbo T, and GNX • 1978–1980 Sport Coupe • 1979–1980 Turbo Coupe & Sedan • 1979–1985 S-Type, T-Type and less than 100 Convertibles • 1980–1981 • 1989 Turbo The 1987 Grand National GNX was called America's quickest automobile, and the model continues to be collected and appreciated today. LC9 [ ] A smaller version of this engine was produced in 1978 and 1979 for the Century and Regal and. The bore was reduced to 3.5 in (89 mm), resulting in an engine of 196 cu in (3.2 L) piston displacement. The RPO code was LC9.

Initially this engine produced 90 horsepower (67 kW), but in 1979 it received the same improvements in the cylinder heads as did the LD5, and therefore power increased to 105 horsepower (78 kW). LC4 [ ] In response to rising gas prices, a larger 252 cu in (4.1 L) version of the 3.8 L LD5 V6 was produced from 1980 through 1984 and marketed as an alternative to a V8. The bore was enlarged to 3.965 in (100.71 mm), yielding an output of 125 horsepower (93 kW) and 205 lb⋅ft (278 N⋅m).

This engine was used in many large Buicks, and in some models from each of GM's other divisions, including Cadillac which offered the 'big' Buick V6 in several models from 1980 to 1982 as a credit option to the troublesome engine used in 1981 and early versions of the aluminum-block Cadillac V8 introduced in 1982. It was also the standard powerplant in the front-drive and from 1981 to 1984.

Additionally, the 4.1 block was used unsuccessfully at Indianapolis for racing. Its only weakness was the intake valve seals.

This was the first naturally aspirated GM V-6 to feature a 4-barrel carburetor. Year Horsepower Torque Fuel System Compression Ratio VIN Code 1980–1984 125 hp (93 kW) at 4,000 rpm 205 lb⋅ft (278 N⋅m) at 2,000 rpm 4-BBL 8.0:1 4 Applications.

• 1980–84, • 1980–84, • 1982–84, • 1981–84, • 1980–82, • 1981–82, • 1980–82, • 1981–82, • 1981–83, • 1981–84, • 1982, • 1982 LK9 [ ] A small 3.0 L (181 in³) version of the Buick V6 was produced for GM's 1980s cars. Introduced in 1982, it was a lower deck version of the 3.8 designed for application in the new cars such as the and. It shared the same bore size as its larger sibling, but featured a smaller stroke of 2.66 in (67.56 mm). It used a E2ME 2-bbl and the code for the engine is E.

Year Horsepower Torque Compression Ratio 1982–1983 110 hp (82 kW) at 4,800 rpm 145 lb⋅ft (197 N⋅m) at 2,000 rpm 8.45:1 1984–1985 145 lb⋅ft (197 N⋅m) at 2,600 rpm 8.4:1 Applications: • 1982–1985 • 1982–1985 • 1985 • 1985 LN7 [ ] The LN7 is a version of the LK9. It was introduced for 1985 and used the code: L. It was replaced in 1989 with the 3.3. Horsepower Torque Compression Ratio 125 hp (93 kW) at 4,900 rpm 150 lb⋅ft (203 N⋅m) at 2,400 rpm 9.0:1 Applications: • 1986 • 1986 • 1986-1988 • 1985-1987 • 1985-1987 • 1985-1988 3.8 FWD LG2/LG3 [ ] In mid-1984, the 3.8 liter was modified for transverse-mounting in smaller, vehicles, and equipped with multi point fuel injection (MPFI). 1984-1985 models used a distributor and a distributorless ignition system was added for all engines produced in 1986 and later. In 1986, it received sequential fuel injection (SFI) and it was initially produced in two forms, the LG2 with flat lifters (tappets), and the LG3 with a roller camshaft and lifters. The latter was offered in various models through 1988.

From 1986, the 3.8 had a revised, crankshaft-driven oil pump which eliminated a longstanding problem with pump housing wear and loss of prime. An LN3 installed in a 1989. This engine produced 165 hp (123 kW) and 210 lb⋅ft (285 N⋅m) of torque. Introduced in 1988, the 3800 LN3 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 multiport fuel injected 3800 LN3 was a major redesign, featuring changes such as a, on-center bore spacing, use of a 3x/18x crank-trigger system, and other improvements.

This generation continued in use in several GM products into the 1990s. It produced 165 hp (123 kW) and 210 lb⋅ft (285 N⋅m). The LN3 is very closely related to the Series I L27 and Series I L67 Supercharged. In fact, supercharger-related hardware can be fitted to an LN3 without changing the cylinder heads (ECM reprogramming required). The L27 has a two piece, upper plenum intake and lower intake, the LN3 is all one piece. Applications: • 1988–1990 • 1988–1991 • 1988–1990 • 1988–1990 • (motor racing category) • 1988–1991 () • 1988.5–1991 • • 1988–1990 • 1988–1990 • 1988–1991 3300 (LG7) [ ]. General Motors 3.3L (3300cc) V6 Engine (VIN N) in a 1990 Buick Skylark Luxury Edition.

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 3.7 in (93.98 mm) bore and 3.16 in (80.26 mm) stroke for 3,340 cc (204 cu in). Like the 3800, it used a cast iron block and heads, push rods, 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. It also did not have a balance shaft. Power output was 160 hp (119 kW) at 5,200 rpm and 185 lb⋅ft (251 N⋅m) at 2,000 rpm with a 5,500 rpm redline. Applications: • 1989-1993 • 1989-1993 • 1992-1993 • 1992-1993 • 1989-1991 • 1989-1993 Series I [ ] L27 Naturally Aspirated [ ].

A 3800 Series I L27 naturally aspirated engine installed transversely in a 1995. The LN3 was replaced by the 3,791 cc (3.8 L; 231.3 cu in) L27 in 1991-1992 and produced 170 horsepower (130 kW) from 1992 onward, this engine was referred to as the Series I 3800, or 3800 TPI (Tuned Port Injection). In Australia, the LN3 was also replaced by the L27 by Holden who used the engine in their series 2 (1991) VN Commodore range. However, the Australian L27 retained the LN3's one piece upper intake and lower plenum. Power was still boosted to 127 kW (170 hp) for the Holden L27, before being boosted to 130 kW (177 PS; 174 hp) in the revised VR Commodore in 1993. The L36 made its debut in 1995. Applications: • 1992–1995 • 1991–1995 • 1991 • 1990–1995 • 1991–1993 • 1992–1995 • 1991–1995 (,, ) • (, ) • • 1992–1995 • • • 1991–1992 • 1991–1992 • 1992–1995.

A 3800 (transverse mount) installed in a for 1995, the last year of Series I L67 production. Power is 225 hp (168 kW)/260 lb⋅ft (353 N⋅m) for this version.

L67 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 L36 was introduced. The M62 supercharger was manufactured by Eaton, exclusively for the GM 3800 engine. HP was rated at 205 for 1991-1993 engines (models vary), and 225 for 1994-1995 engines.

Some of the additional horsepower for 1994-95 engines was gained by using epoxy (not teflon as commonly believed) coated supercharger rotors to improve efficiency, and a larger supercharger inlet and throttle body. The 1994-1995 utilized a 2.85-inch (72.4 mm) pulley versus the 2.55-inch (64.8 mm) pulley used on the 91-93 supercharger. Applications: 1991–1995: • Ultra 1992–1995: • LS (opt), LSS (opt) • Regency Elite (opt), Touring Sedan • SE with H4U RPO, not badged - SLE (opt.

SC package), SSE (opt) & SSEi 1995 Only: • (Opt) Series II [ ] Introduced in 1995, the Series II is quite a different engine. It is also by far the most popular of the 3800 family for its power, smoothness, fuel efficiency, and reliability. 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 deck height is shorter than the Series I, reducing weight and total engine package size. This required that the piston connecting rods be shortened 1 in (25.4 mm), and the crankshaft was also redesigned. A new improved breathing while a redesigned cylinder head featured larger valves and a higher compression ratio. The result was 205 hp (153 kW) and 230 lb⋅ft (312 N⋅m), better fuel economy, and 26 lb (12 kg) lighter overall weight (to 392 lb (178 kg)).

This 3800 weighs only 22 lb (10.0 kg) more than the all-aluminum that currently dominates GM's six-cylinder applications, despite being an all cast-iron design. The new intake manifold greatly improved airflow. To meet emissions standards, an EGR tube was placed in the intake manifold to reduce combustion temperatures. The 3800 Series II was on the list for 1995 through 1997. GM recalled 1.5 million vehicles with this engine on April 14, 2009 due to risk of fire from engine oil leaking under the valve cover gaskets onto hot exhaust manifolds. The fire could spread to the nearby plastic spark plug wire retainers on the valve cover and then to the rest of the engine compartment. GM fitted the affected vehicles with redesigned spark plug wire retainers.

These engines were noted for having problems with the plastic upper intake manifold cracking around the EGR passage. The engine would then. The lower intake gaskets and upper intake manifolds were revised, correcting all these issues. L36 Naturally Aspirated [ ]. A 3800 Series II L67 Supercharged V6 engine in a 1998 GS. The L67 is the version of the 3800 Series II and appeared in 1996, one year after the normally aspirated version.

It uses the Eaton Generation III M90 supercharger with a 3.8' pulley, a larger 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. GM listed the engine output as 240 hp (180 kW) and 280 lb⋅ft (380 N⋅m) of torque, although broad torque span and perhaps conservative rating by GM due to the engine's temperature sensitivities have established a belief in higher actual output. Final drive ratios are reduced in most applications, for better fuel economy and more use of the engine's torque in the low range. Like most 3800 V6s, the engine is well known for its reliability and low maintenance costs.

The engine is a popular choice for aftermarket modification thanks to its very strong internals and impressive power gains from basic upgrades. The engine was built in and was certified LEV in 2001. This engine was used in the following cars: • 1996–2005 Ultra • 1997.5–2004 GS / GSE / GSX (SLP) • 1996–1999 (optional 1996-97, std.

1998-99) • 2004–2005 SS • 2004–2005 SS Supercharged/Intimidator SS • 1996–1999 LSS (limited) • 1996–2003 SSEi • 1997–2003 GTP / GTX (SLP) • 1996–2004 (series II),,, • 1996-2004 and Statesman VS (Series II & III), WH, WK • 2001–2004 (V2 VZ) CV6 Series III [ ] The Series III engines include many changes. The upper is now aluminum on the naturally aspirated models.

Intake ports are mildy 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. Is added to all versions, as is returnless. 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) emissions certification. 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 (Generation 5 - Eaton M90 - if equipped), intake manifolds, fuel systems, and electronics. L26 Naturally Aspirated [ ]. L26 engine in a The L26 is the Series III version of the 3800. It is still a 3.8 L (231 cu in) 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, Michigan that supplies the Flint, Michigan plant could not achieve the desired production dates in time for that engine year. This engine was used in the following vehicles: • 2004–2008 • 2005–2009 • 2006–2008 L32 Supercharged [ ] The L32 is a Series III.

Introduced in 2004, the main differences between the L67 and the L32 are the L32's electronic throttle control, slightly improved cylinder head design, and updated Eaton supercharger, the Generation 5 M90. Power output is up to 260 hp (194 kW) in the Grand Prix GTP. As with the L67, premium fuel (91 octane or higher) is required, but the PCM can compensate for lower octane fuel at the cost of acceleration. The use of below 87 octane fuel can cause detonation that eventually leads to engine damage and failure. Applications: • 2004–2005 GTP • 2006–2007 GT Special Editions [ ]. 1983 Buick Indy 500 Pace Car twin turbo V6 Discontinuation [ ] Production of the 3800 V6 engine officially ended on Friday, August 22, 2008 when plant 36 was closed.

There was a closing ceremony and speakers who extolled the virtues of the engine. Originally GM had set this date for January 1, 1999; 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 3500 OHV V6 replaced the naturally aspirated 3800 applications, and the 3.6L DOHC V6 replaced the supercharged 3800 applications.

[ ] See also [ ] • • References [ ]. Mirrorop Sender For Galaxy Registration Key.

Nope but it can be done in chassis. First drain the coolant before starting leave oil in till your done, remove belts and discannect battery. Pull the s/c and lower intake off (easyer if you remover alternator and bracket and discannect coolant hoses. Remove valve covers 3. Remove rocker arms. Remove pushrods keep all rockers ans pushrods in the order the were removed to reinstall later.

Remove lifters and keep in order. Remove balancer with remover. Discannect crank and cam sensor.

Drop the pasenger side engine mount to remove front cover. Remove spark plugs your mostlikely changing them to colder plugs anyways. And rotate the engine over till your timing marks on the crank and cam sprockets line up. Cyl#1 should be at tdc. Remove timing sprockets 11.

Remove camshaft thrust plate and remove cam try not to hit bearings on the way out if your not changing them. Prelube cam use lots here and install cam try not to hit bearing once again. Try to find a long bolt that fits in the end to make it easyer to install. Install cam thrust plate and dont forget to remove the key from the old cam and install it in the new 1.

Install the timing chain set.( check that cyl#1 is at tdc). Note: if you have a cam timing wheel now is the time to check it. Install front cover use a beed of silicone at the bottom corners of the cover. Install harmonic balancer. Reattach motor mount.

Install lifters, pushrods, rockers. ( use new bots as they are torque to yeild or use comp reusable bolts. Install valve covers and lower intake manifold. Install alternator and bracket. Connect cam and crank sensors. Fill with coolant and change oil drain it good and change filter.

Connect battery and your ready to fire it up.