article

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 2-valve pushrod iron heads.

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.

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, 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 and thus has the of GM bellhousing patterns#Buick.2C Oldsmobile.2C Pontiac .28BOP.29 V8 pattern|Buick\Oldsmobile\Pontiac V8" target="_blank" >* bellhousing pattern when used in RWD applications, it has the GM 60° V6 bellhousing pattern when it is used in FWD applications.

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

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.

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."

225

The bore was increased to 3.8 inches, 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.

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 for increased torque. 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 bought Jeep, they replaced the V6 with AMC inline sixes.

Applications:

231

The fuel crisis of the early 1970s prompted Buick to buy back the design in 1974 and re-introduce 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:

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 1986 Buick Regal Grand National was called America's quickest automobile, and the model continues to be collected and appreciated today.

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).

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.

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

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)

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 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. 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:

=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 exaust flow. This avoids the problem of "turbo lag", but still serves the same purpose of force feeding the engine with oxygen.

Pre-Series I

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:

Series I

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:

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. HP was rated at 205 for 1992-1993 engines, and 225 for 1994-1995 engines. The additional horsepower was gained by using Teflon coated supercharger rotors, improving efficiency (though a larger diameter pulley is used).

Applications:

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.

The 3800 Series II was on the Ward's 10 Best Engines list for 1995 through 1997.

L36 Naturally Aspirated

The L36 was the first Series II version of the 3800. It has a 96.52 mm bore and 86.36 mm stroke for 3.8 L (3791 cc) of displacement. Power is 205 hp (153 kW) and torque is 230  ft·lbf (312 N·m). It was first introduced in 1995.

This engine is or was used in the following vehicles:

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 different throttle body, fuel injectors, cylinder heads, and lower intake 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:

Series III

The Series III motors include many changes. The intake manifold is all-aluminum on the naturally aspirated models. Electronic throttle control is added, as is returnless fuel injection. Stronger, powdered metal connecting rods are used (2004 only), instead of the cast iron style from Series II engines. Emissions are also reduced.

L26 Naturally Aspirated

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

This engine is used in the following vehicles:

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, although excessive torque management in the PCM results in the 2004+ being no faster than the 1997-2003 Grand Prix GTP in stock form.

Applications:

See also

External links

GM engines | Buick engines

 

This article is licensed under the GNU Free Documentation License. It uses material from the "Buick V6 engine".

Home Page • arts • business • computers • games • health • hospitals • home • kids & teens • news • physicians • recreation• reference • regional • science • shopping • society • sports • world