Buick V6 engine
The Buick V6, popularly referred to as the 3800, originally and initially marketed as Fireball at its introduction in 1962, was 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 engine, originally designed and manufactured in the United States, was also produced in later versions in Australia.
The 3800 was on the Ward's 10 Best Engines of the 20th century 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 Kaiser-Jeep. The muscle car 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 energy crisis a decade later prompted the company to buy the design back from American Motors, who had by that point bought Kaiser-Jeep, 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.
Though the pre-3800 rear-wheel drive V6 uses the Buick, Oldsmobile, Pontiac bellhousing pattern, an oddity of both the front-wheel drive and RWD 3800 V6 is that although it is a 90° V6, it uses the GM 60° V6 bell housing. 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 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.
The engine was produced at the Flint North plant in Flint, Michigan, with engine blocks and cylinder heads cast at the Grey Iron plant in Saginaw, Michigan.
It is a derivative of Buick's aluminium V8 family, which also went on to become the Rover V8, another engine with a very long life
Fireball V6
The first engine in this family was introduced in 1961 for the 1962 model year Buick Special with Buick's engine, the first V6 in an American car. Because it was derived from Buick's aluminum V8, it has a 90° bank between cylinders and an uneven firing pattern due to the crankshaft having only three crank pins set at 120° apart, with opposing cylinders 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 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 thick flange effectively caused the connecting rods on the left-hand bank of cylinders to move 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. The engine in this configuration became known to have "off-center 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, 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° V6 layout that was essentially the architecture of the '215' less two cylinders. In initial form, it had a bore and stroke of, for an overall displacement of. It weighed about more than the aluminum engine, but was far cheaper to produce. Dubbed the Fireball V6, 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, and stroke increased to, increasing displacement to. Since the engine was similar to the popular small-block Buick V8 — now with a cast-iron block and displacement of, 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 single barrel Rochester MonoJet, producing. In 1966-1967, the 1-barrel was replaced with a 2-barrel Rochester 2GV, giving the engine a 5-horsepower boost to.
The V6 was dropped after the 1967 model year in favor of a conventional inline-six engine built by the Chevrolet division, 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 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 muscle cars. When American Motors bought Jeep, the V6 was replaced with AMC Straight-6 engines, but the ownership of the V6 tooling remained with AMC.Applications:
- 1966–1971 Jeep Jeepster & Jeepster Commando
- 1966–1971 CJ-5
- 1966–1971 CJ-6
231
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, identical to the Buick 350 and Olds 307 V8s, yielding 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.
- 1975 Buick Apollo
- 1975–1980 Buick Skyhawk
- 1975–1977 Buick Century
- 1975–1977 Buick Regal
- 1975–1976 Buick LeSabre
- 1975–1979 Buick Skylark
- 1975-1982 Oldsmobile Cutlass
- 1978–1981 Chevrolet Camaro
- 1978–1987 Chevrolet El Camino
- 1978–1983 Chevrolet Malibu Both the engine used in the Malibu starting in 1980 and the 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 Chevrolet V6 are 90-degree V6 engines, and both are often referred to as being a 3.8 L V6. These engines should not be confused as being the same, and are unique engine designs. The Chevrolet V6 was essentially a small block Chevy V8 missing two cylinders.
- 1978–1987 Chevrolet Monte Carlo 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 Chevrolet Monza
- 1978–1987 Oldsmobile Cutlass Supreme
- 1975–1980 Oldsmobile Starfire
- 1977–1979 Oldsmobile Omega
- 1978–1987 Pontiac Grand Prix
- 1976–1980 Pontiac Sunbird
- 1976–1981 Pontiac Firebird
- 1978–1981 Pontiac LeMans
- 1977–1979 Pontiac Ventura
LD5
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 a wasted spark Distributorless Ignition System in 1984. In 1986 an air-to-air Garrett intercooler was added and the RPO Code became LC2. The LC2 engine has a bore x stroke of. The horsepower ratings for 1986 & 1987 were, respectively. 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 factory rating.
The turbo 3.8 liter was used in the following vehicles:
- 1978–1987 Buick Regal Sport Coupe, T-Type, Grand National, Base T, Limited T, Turbo T, and GNX
- 1978–1980 Buick LeSabre Sport Coupe
- 1979–1980 Buick Century Turbo Coupe & Sedan
- 1979–1985 Buick Riviera S-Type, T-Type and less than 100 Convertibles
- 1980–1981 Chevrolet Monte Carlo
- 1989 Pontiac Trans Am Turbo
LC9
A smaller version of this engine was produced in 1978 and 1979 for the Century, Regal and Chevrolet Monza. The bore was reduced to, resulting in an engine of piston displacement. The RPO code was LC9. Initially this engine produced, but in 1979 it received the same improvements in the cylinder heads as did the LD5, and therefore power increased to.LC4
In response to rising gas prices, a larger version of the 3.8 liter LD5 V6 was produced from 1980 through 1984 and marketed as an alternative to a V8. The bore was enlarged to, yielding an output of and. This engine was used in many large rear-wheel drive 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 V8-6-4 engine used in 1981 and early versions of the aluminum-block Cadillac HT-4100 V8 introduced in 1982. It was also the standard powerplant in the front-drive Riviera and Olds Toronado 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 | at 4,000 rpm | at 2,000 rpm | 4-BBL | 8.0:1 | 4 |
- 1980–84 Buick Electra
- 1980–84 Buick LeSabre
- 1982–84 Buick Regal
- 1981–84 Buick Riviera
- 1980–82 Cadillac DeVille
- 1981–82 Cadillac Eldorado
- 1980–82 Cadillac Fleetwood
- 1981–82 Cadillac Seville
- 1981–83 Oldsmobile 98
- 1981–84 Oldsmobile Toronado
- 1982 Pontiac Grand Prix
- 1982 Pontiac Bonneville
LK9
Year | Horsepower | Torque | Compression Ratio |
1982–1983 | at 4,800 rpm | at 2,000 rpm | 8.45:1 |
1984–1985 | at 4,800 rpm | at 2,600 rpm | 8.4:1 |
Applications:
- 1982–1985 Buick Century
- 1982–1985 Oldsmobile Cutlass Ciera
- 1985 Oldsmobile 98
- 1985 Buick Electra
LN7
Horsepower | Torque | Compression Ratio |
at 4,900 rpm | at 2,400 rpm | 9.0:1 |
Applications:
- 1986 Oldsmobile Delta 88
- 1986 Buick LeSabre
- 1986-1988 Buick Skylark
- 1985-1987 Buick Somerset
- 1985-1987 Pontiac Grand Am
- 1985-1988 Oldsmobile Cutlass Calais
3.8 FWD LG2/LG3
- VIN code B : flat lifters
- * at 4,400 rpm, at 2,000 rpm
- VIN code 3 : roller lifters
- * at 4,400 rpm, at 2,000 rpm
- * at 4,400 rpm, at 2,200 rpm
- 1984-1988 Buick Century
- 1986 Buick Riviera
- 1987 Buick Riviera
- 1986-1987 Buick LeSabre
- 1985-1987 Buick Electra
- 1984-1988 Oldsmobile Cutlass Ciera
- 1986-1987 Oldsmobile Delta 88
- 1985-1987 Oldsmobile Ninety Eight
- 1986-1987 Oldsmobile Toronado
- 1987- Early 1988 Pontiac Bonneville
3800 V6
Pre-Series I
LN3 Naturally Aspirated
Introduced in 1988, the 3800 LN3 would later be loosely considered the Pre-Series I, although the older 3.8 SFI 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 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 into the early 1990s. It produced and.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. The L27 has a two piece, upper plenum intake and lower intake, the LN3 is all one piece.
- 1988–1990 Buick Electra
- 1988–1991 Buick LeSabre
- 1988–1990 Buick Reatta
- 1988–1990 Buick Riviera
- Formula Holden
- 1988–1991 Holden Commodore
- 1988.5–1991 Oldsmobile Delta 88
- 1988-1990 Oldsmobile Ninety-Eight
- 1988–1990 Oldsmobile Toronado
- 1988–1990 Oldsmobile Toronado Trofeo
- 1988–1991 Pontiac Bonneville
3300 (LG7)
Applications:
- 1989-1993 Buick Century
- 1989-1993 Buick Skylark
- 1992-1993 Pontiac Grand Am
- 1992-1993 Oldsmobile Achieva
- 1989-1991 Oldsmobile Calais
- 1989-1993 Oldsmobile Cutlass Ciera
Series I
L27 SI Naturally Aspirated
The LN3 was replaced by the L27 in 1991-1992 and produced from 1992 onward, this engine was referred to as the Series I 3800, or 3800 TPI. In Australia, the LN3 was also replaced by the L27 by Holden who used the engine in their series 2 VN Commodore range. However, the Australian L27 retained the LN3's one piece upper intake and lower plenum. Power was still boosted to for the Holden L27, before being boosted to in the revised VR Commodore in 1993. The [|L36] made its debut in 1995.- 1992–1995 Buick LeSabre
- 1991–1994 Buick Park Avenue
- 1991 Buick Reatta
- 1990–1995 Buick Regal
- 1991–1993 Buick Riviera
- 1992–1995 Chevrolet Lumina APV
- 1991–1995 Holden Commodore
- Holden Caprice
- 1992-1994 Pontiac Bonneville
- 1992–1995 Pontiac Trans Sport
- 1992-1994 Oldsmobile Eighty-Eight
- 1992-1994 Oldsmobile Ninety-Eight
- 1991–1992 Oldsmobile Toronado
- 1991–1992 Oldsmobile Toronado Trofeo
- 1992–1995 Oldsmobile Silhouette
L67 SI Supercharged
The Series I Supercharged engine went through 2 Supercharger revisions and the horsepower improved between initial launch and the time that the Series II L36 was introduced. The M62 supercharger was manufactured by Eaton, for the GM 3800 SI engine. HP was rated at 205 for 1991-1993 engines with a pulley, and 225 for 1994-1995 engines. All of the additional horsepower for 1994-95 Gen3 supercharged engines was gained by using epoxy coated supercharger rotors to improve efficiency, a larger supercharger inlet and throttle body, Thus the 1994-1995 utilized a pulley versus the pulley on the Gen2. The easiest way to spot the difference between the Gen2 and Gen3 is the smaller pulley and the ribs on the side of the Gen2 extend all the way down the sides, while the Gen3 ribs stay on only the top, they perform sightly differently and interchanging one without tuning may result in strange behavior of the engine. Redline on Gen3 engines is at 6000rpm but the ECM will shift at 5400rpm without performance shift enabled.Applications:
1991–1995:
- Buick Park Avenue Ultra
- Oldsmobile Eighty-Eight LS, LSS
- Oldsmobile Ninety-Eight Regency Elite, Touring Sedan
- Pontiac Bonneville SE with H4U RPO, not badged - SLE, SSE & SSEi
- Buick Riviera
Series II
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 Ward's 10 Best Engines 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 hydrolock. The lower intake gaskets and upper intake manifolds were revised, correcting all these issues.
L36 SII Naturally Aspirated
- 1996-2005 Buick LeSabre
- 1995-2005 Buick Park Avenue
- 1996-2004 Buick Regal LS
- 1995-1997 Buick Riviera
- 1995 California only, 1996-2002 Chevrolet Camaro
- 2000-2005 Chevrolet Impala
- 1998-1999 Chevrolet Lumina LTZ
- 1999-2004 Chevrolet Omega CD 3.8 V6
- 1998-2005 Chevrolet Monte Carlo
- 1995-2004 Holden Commodore
- Holden Caprice
- Holden Ute
- 1995-1996 Oldsmobile Ninety-Eight
- 1995-1999 Oldsmobile Eighty-Eight
- 1998-1999 Oldsmobile Intrigue
- 1996-1998 Oldsmobile LSS
- 1997-1998 Oldsmobile Regency
- 1995-2005 Pontiac Bonneville
- 1995 California only, 1996-2002 Pontiac Firebird
- 1997-2003 Pontiac Grand Prix
L67 SII Supercharged
The L67 is the supercharged version of the 3800 Series II L36 and appeared in 1996, one year after the normally aspirated version. It uses the Eaton Generation III M90 supercharger with a pulley, a larger throttle body, and different fuel injectors, different cylinder heads, as well as different lower intake manifold and pistons 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 and of torque. Final drive ratios are reduced in most applications, for better fuel economy and for improved use of the engine's torque in the low RPM 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 Flint, Michigan and was certified LEV in 2001.- 1996–2005 Buick Park Avenue Ultra
- 1997.5–2004 Buick Regal GS / GSE / GSX
- 1996–1999 Buick Riviera
- 2004–2005 Chevrolet Impala SS
- 2004–2005 Chevrolet Monte Carlo SS Supercharged/Intimidator SS/Dale Jr. SS
- 1996–1999 Oldsmobile Eighty-Eight LSS
- 1996–2003 Pontiac Bonneville SSEi
- 1997–2003 Pontiac Grand Prix GTP / GTX
- 1996–2004 Holden Commodore VS, VT, VX, VY
- 1996-2004 Holden Caprice and Statesman VS, WH, WK
- 2001–2004 Holden Monaro CV6
Series III
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, intake manifolds, fuel systems, and electronics.
L26 SIII Naturally Aspirated
The L26 is the Series III version of the 3800. It is still a design. Compression remains at 9.4:1 as with previous L36's, but the aluminum upper and lower intake and stronger connecting rods 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 Pontiac Grand Prix
- 2005–2009 Buick LaCrosse/Allure
- 2006–2008 Buick Lucerne
L32 SIII Supercharged
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 in the Grand Prix GTP.
As with the L67, premium fuel 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 Pontiac Grand Prix GTP
- 2006–2007 Pontiac Grand Prix GT
Special Editions