The 10 Best Chevrolet Engines
#1
11-02-2011, 06:00 AM
The 10 Best Chevrolet Engines
The 10 Best Chevrolet Engines
From our October, 2011 issue / By Donny Nordlicht
AutomotiveMagazine Source
10 Photos View full gallery
<!-- To implement the Main image and other right side item-->
2011 marks the centennial anniversary for Chevrolet. Some of the bow-tie brand's most long-standing contributions to the automotive world have been engines. We've compiled a list of Chevy's ten best powerplants -- some have been revolutionary, some have been game-changers, others have been just downright awesome.
The Stove Bolt Six -- so-called because it mimicked the bolt found on early-twentieth-century stoves -- was not Chevrolet's first six-cylinder engine, but it was the first six-cylinder that the automaker offered in a value-priced car. Chevy advertised it as "a six for the price of a four" because it was more closely compared with the in-line four-cylinder offerings of the day in price and power. Chevrolet continued to use a variant of the Stove Bolt, which was introduced in 1929, until well into the 1960s.
Why is it one of the best? The Stove Bolt Six was the first six-cylinder engine on sale in the U.S. in an affordablecar. It also beat out the then-best-selling Ford Model A's four-cylinder by 6 hp.
<HR>
Small-Block V-8; 265-283 cu in V-8, 162-225 hp
The 1955 Bel Air was a big deal for Chevrolet, as it overhauled the Chevy's brand image and sold in droves. Equally important, it heralded the debut of the small-block V-8. The 265 cubic-inch V-8 was good for 162 hp in the Bel Air but could be fitted with an optional power pack, which bumped power by 18 hp with a four-barrel carburetor, a revised air cleaner and intake manifold, and a dual exhaust. The 1957 Bel Air would become the be-finned icon of the 1950s, and with those tailfins came a bump in the small-block's displacement, to 283 cubic inches, and fuel injection. The small-block turned out to be so flexible that it was adapted for racing, becoming the first Chevy engine to produce 500 hp. The small-block also spawned some of American society's most loved engines - such as the 409 that used a four-barrel carburetor, aluminum intake manifold, and unique casting to pump out 360 hp, and had teens across the U.S. crooning along with The Beach Boys
Why is it one of the best? The Chevy small-block marked the beginning of the modern V-8. Its basic design is flexible enough to accept numerous advancements over the years and continues to be used to today.
<HR>
Corvair Monza Spyder Turbo Six; 144.8-163.6 cu in turbocharged flat-six, 150-180 hp
When talking about engineering innovations, we can't neglect to mention that Chevrolet was the first to bring to market a turbocharged production car, in 1964 with the Corvair Monza Spyder. The Corvair was also the only American-made rear-wheeldrive, rear-engined car, just like the much-loved original Volkswagen Beetle. The Corvair may have met an untimely fate thanks to Ralph Nader's Unsafe At Any Speed, but the innovations it introduced live on - especially today, as manufacturers look to smaller turbocharged engines to make efficiency gains and meet more stringent regulations.
Why is it one of the best? It was the first turbocharged engine on sale in the United States.
<HR>
1969 Camaro ZL-1; 427 cu in (7.0-liter) V-8, 430 hp
Chevrolet only built '69 Camaro ZL-1s, and they cost roughly twice as much as a standard V-8-powered coupe. An all-aluminum version of the Chevy big-block V-8 that was intended more for drag race use than on the streets, the ZL-1's engine was produced by hand in a "clean room." It took 16 hours to build each engine.
Why is it one of the best? The 1969 ZL-1 was one of the most powerful Camaros, and one of the rarest to boot.
<HR>
Aerovette Four-Rotor Wankel; 585 cu in (9.6-liter) four-rotor Wankel, 350 hp
Ok, so the 1970s Aerovette concept never made it to production, but it is still had one of the most impressive engines to appear in a car wearing the bow tie. The Aerovette was impressive because it was built entirely from parts that were already being used elsewhere in the Chevrolet lineup. Its engine -- the largest Wankel rotary engine ever in a car -- was mid-mounted. The Aerovette's shape differed from other Corvettes of the 1970s thanks to a wind-tunnel honed 0.325 Cd body and bi-folding gullwing doors.
Why is it one of the best? The Four-Rotor engine shows that Chevrolet engineers have been -- and continue to be -- among the most innovative in the automotive industry, ready to take risks and developing engines that are both powerful and legendary.
<HR>
LT5; 5.7-liter V-8, 375 hp
The LT5 went under the hood of the first Corvette ZR-1 in 1989 but wasn't made in-house. GM contracted development of the engine to Lotus Engineering (which was actually owned by GM at that time). Originally, Lotus designed a clean-sheet design for the LT5 that was intended to make 400 hp. However, GM wanted to use the engine block from the existing small-block V-8, and the Lotus modified its design to meet GM's requirements. The consequence was that the power output for the engine dropped to 375 hp. The new engine also ended up with both a longer stroke and a smaller bore than the old V-8. Production of the LT5 was contracted out to Mercury Marine.
Why is it one of the best? The LT5 was all-new engine that veered from the small-block norm, it was truly a global collaboration that helped to produce this super Vette.
<HR>
LT1; 5.7-liter V-8, 300-350 hp
The LT1 engine in the 1994 C4 Corvette revitalized the F-body car and democratized horsepower by making 300 hp (and more) available without requiring the purchase of a costly high-end package (such as the ZR-1). The stock Corvette gained a number of technical enhancements developed by GM's engineers, which, along with the LT1, gave the car a higher level of performance than what was previously seen in the base Corvette.
Why is it one of the best? It may have not been the first 300-plus-hp engine on the market, but it was one of the first that was reasonably affordable.
<HR>
LS7; 7.0-liter V-8, 505 hp
The Corvette was already on the map as a world-class performance machine thanks to the C5 Z06, but the 2006 C6 Corvette Z06 took the iconic sports car to new heights. The LS7 was essentially a small-block V-8 enlarged to seven liters with titanium-alloy connecting rods and a dry-sump oil system. The engine also was slotted into the C6.R race cars campaigned by Corvette Racing in the American Le Mans Series. Power in the stock Z06 hit 505 hp, 75 hp more than the base Corvette. It was later trumped in the Corvette stable only by the 2009 ZR1.
Why is it one of the best? Not only was it the latest in a long line of venerable small-block V-8s, the LS7 was essentially the same engine that Corvette Racing was running in its C6.R cars at the American Le Mans Series.
<HR>
LS9/LSA; 6.2-liter supercharged V-8, 556-638 hp
In 2009, the a new flagship model of the Corvette, the ZR1, made its debut. At more than $100,000, it became the most expensive Corvette ever and, with 638 hp, the most powerful Corvette to come off the Bowling Green, Kentucky, assembly line. With the supercharged 6.2-liter LS9 V-8, the Corvette reestablished itself as one of the world's performance leaders. The 556-hp LSA - a retuned version of the LS9 - helped to do the same for Cadillac in the CTS-V, showing that General Motors is ready and willing to build world-beating performancecars.
Why is it one of the best? The LS9 found its way under the hood of the first $100,000-plus Corvette, and along with the LSA in the Cadillac CTS-V and the 2012 Camaro ZL1 has helped to cement Chevrolet as a global performance leader.
<HR>
Voltec; 16 kWh liquid-cooled AC motor with a 1.4-liter in-line four, 150 hp
Voltec is not technically an engine; it's the powertrain behind Chevrolet's gasoline-electric Volt. One of the first electric cars to market, the Volt points the way forward for engine and powertrain development. The Volt's gasoline engine charges the battery pack, which then propels the Volt. The technology has already spread beyond the bow-tie brand to GM's international subsidiaries with the Opel/Vauxhall Ampera and the Holden Volt. It will also soon be seen in the Cadillac brand with the ELR, the production version of the Voltec-powered Converj concept.
Why is it one of the best? Voltec provides us with a glimpse at the possible future of not only Chevrolet, but of the car industry itself.
MCF Member's, what is your favorite Chevy Engine(s) ?
From our October, 2011 issue / By Donny Nordlicht
AutomotiveMagazine Source
10 Photos View full gallery
<!-- To implement the Main image and other right side item-->
2011 marks the centennial anniversary for Chevrolet. Some of the bow-tie brand's most long-standing contributions to the automotive world have been engines. We've compiled a list of Chevy's ten best powerplants -- some have been revolutionary, some have been game-changers, others have been just downright awesome.
The Stove Bolt Six -- so-called because it mimicked the bolt found on early-twentieth-century stoves -- was not Chevrolet's first six-cylinder engine, but it was the first six-cylinder that the automaker offered in a value-priced car. Chevy advertised it as "a six for the price of a four" because it was more closely compared with the in-line four-cylinder offerings of the day in price and power. Chevrolet continued to use a variant of the Stove Bolt, which was introduced in 1929, until well into the 1960s.
Why is it one of the best? The Stove Bolt Six was the first six-cylinder engine on sale in the U.S. in an affordablecar. It also beat out the then-best-selling Ford Model A's four-cylinder by 6 hp.
<HR>
Small-Block V-8; 265-283 cu in V-8, 162-225 hp
The 1955 Bel Air was a big deal for Chevrolet, as it overhauled the Chevy's brand image and sold in droves. Equally important, it heralded the debut of the small-block V-8. The 265 cubic-inch V-8 was good for 162 hp in the Bel Air but could be fitted with an optional power pack, which bumped power by 18 hp with a four-barrel carburetor, a revised air cleaner and intake manifold, and a dual exhaust. The 1957 Bel Air would become the be-finned icon of the 1950s, and with those tailfins came a bump in the small-block's displacement, to 283 cubic inches, and fuel injection. The small-block turned out to be so flexible that it was adapted for racing, becoming the first Chevy engine to produce 500 hp. The small-block also spawned some of American society's most loved engines - such as the 409 that used a four-barrel carburetor, aluminum intake manifold, and unique casting to pump out 360 hp, and had teens across the U.S. crooning along with The Beach Boys
Why is it one of the best? The Chevy small-block marked the beginning of the modern V-8. Its basic design is flexible enough to accept numerous advancements over the years and continues to be used to today.
<HR>
Corvair Monza Spyder Turbo Six; 144.8-163.6 cu in turbocharged flat-six, 150-180 hp
When talking about engineering innovations, we can't neglect to mention that Chevrolet was the first to bring to market a turbocharged production car, in 1964 with the Corvair Monza Spyder. The Corvair was also the only American-made rear-wheeldrive, rear-engined car, just like the much-loved original Volkswagen Beetle. The Corvair may have met an untimely fate thanks to Ralph Nader's Unsafe At Any Speed, but the innovations it introduced live on - especially today, as manufacturers look to smaller turbocharged engines to make efficiency gains and meet more stringent regulations.
Why is it one of the best? It was the first turbocharged engine on sale in the United States.
<HR>
1969 Camaro ZL-1; 427 cu in (7.0-liter) V-8, 430 hp
Chevrolet only built '69 Camaro ZL-1s, and they cost roughly twice as much as a standard V-8-powered coupe. An all-aluminum version of the Chevy big-block V-8 that was intended more for drag race use than on the streets, the ZL-1's engine was produced by hand in a "clean room." It took 16 hours to build each engine.
Why is it one of the best? The 1969 ZL-1 was one of the most powerful Camaros, and one of the rarest to boot.
<HR>
Aerovette Four-Rotor Wankel; 585 cu in (9.6-liter) four-rotor Wankel, 350 hp
Ok, so the 1970s Aerovette concept never made it to production, but it is still had one of the most impressive engines to appear in a car wearing the bow tie. The Aerovette was impressive because it was built entirely from parts that were already being used elsewhere in the Chevrolet lineup. Its engine -- the largest Wankel rotary engine ever in a car -- was mid-mounted. The Aerovette's shape differed from other Corvettes of the 1970s thanks to a wind-tunnel honed 0.325 Cd body and bi-folding gullwing doors.
Why is it one of the best? The Four-Rotor engine shows that Chevrolet engineers have been -- and continue to be -- among the most innovative in the automotive industry, ready to take risks and developing engines that are both powerful and legendary.
<HR>
LT5; 5.7-liter V-8, 375 hp
The LT5 went under the hood of the first Corvette ZR-1 in 1989 but wasn't made in-house. GM contracted development of the engine to Lotus Engineering (which was actually owned by GM at that time). Originally, Lotus designed a clean-sheet design for the LT5 that was intended to make 400 hp. However, GM wanted to use the engine block from the existing small-block V-8, and the Lotus modified its design to meet GM's requirements. The consequence was that the power output for the engine dropped to 375 hp. The new engine also ended up with both a longer stroke and a smaller bore than the old V-8. Production of the LT5 was contracted out to Mercury Marine.
Why is it one of the best? The LT5 was all-new engine that veered from the small-block norm, it was truly a global collaboration that helped to produce this super Vette.
<HR>
LT1; 5.7-liter V-8, 300-350 hp
The LT1 engine in the 1994 C4 Corvette revitalized the F-body car and democratized horsepower by making 300 hp (and more) available without requiring the purchase of a costly high-end package (such as the ZR-1). The stock Corvette gained a number of technical enhancements developed by GM's engineers, which, along with the LT1, gave the car a higher level of performance than what was previously seen in the base Corvette.
Why is it one of the best? It may have not been the first 300-plus-hp engine on the market, but it was one of the first that was reasonably affordable.
<HR>
LS7; 7.0-liter V-8, 505 hp
The Corvette was already on the map as a world-class performance machine thanks to the C5 Z06, but the 2006 C6 Corvette Z06 took the iconic sports car to new heights. The LS7 was essentially a small-block V-8 enlarged to seven liters with titanium-alloy connecting rods and a dry-sump oil system. The engine also was slotted into the C6.R race cars campaigned by Corvette Racing in the American Le Mans Series. Power in the stock Z06 hit 505 hp, 75 hp more than the base Corvette. It was later trumped in the Corvette stable only by the 2009 ZR1.
Why is it one of the best? Not only was it the latest in a long line of venerable small-block V-8s, the LS7 was essentially the same engine that Corvette Racing was running in its C6.R cars at the American Le Mans Series.
<HR>
LS9/LSA; 6.2-liter supercharged V-8, 556-638 hp
In 2009, the a new flagship model of the Corvette, the ZR1, made its debut. At more than $100,000, it became the most expensive Corvette ever and, with 638 hp, the most powerful Corvette to come off the Bowling Green, Kentucky, assembly line. With the supercharged 6.2-liter LS9 V-8, the Corvette reestablished itself as one of the world's performance leaders. The 556-hp LSA - a retuned version of the LS9 - helped to do the same for Cadillac in the CTS-V, showing that General Motors is ready and willing to build world-beating performancecars.
Why is it one of the best? The LS9 found its way under the hood of the first $100,000-plus Corvette, and along with the LSA in the Cadillac CTS-V and the 2012 Camaro ZL1 has helped to cement Chevrolet as a global performance leader.
<HR>
Voltec; 16 kWh liquid-cooled AC motor with a 1.4-liter in-line four, 150 hp
Voltec is not technically an engine; it's the powertrain behind Chevrolet's gasoline-electric Volt. One of the first electric cars to market, the Volt points the way forward for engine and powertrain development. The Volt's gasoline engine charges the battery pack, which then propels the Volt. The technology has already spread beyond the bow-tie brand to GM's international subsidiaries with the Opel/Vauxhall Ampera and the Holden Volt. It will also soon be seen in the Cadillac brand with the ELR, the production version of the Voltec-powered Converj concept.
Why is it one of the best? Voltec provides us with a glimpse at the possible future of not only Chevrolet, but of the car industry itself.
MCF Member's, what is your favorite Chevy Engine(s) ?
Last edited by Space; 11-02-2011 at 06:02 AM.
#3
11-02-2011, 08:03 AM
i was waiting to see the 3800 on the list, but if i recall correctly thats considered a buick engine. I'll take the LS9 aswell
#4
11-02-2011, 08:36 AM
Gm has made some good engines over the years. I like the 2.5 tech 4. Nicknamed the Iron Duke for good reason. I ran my s10 one time for about 15 miles with a blown radiator hose and no coolant. I fixed the hose and only had about a half gallon of water to put back in it and go another 5 miles to get antifreeze. And it still ran perfect.lol
#5
11-02-2011, 08:46 AM
Join Date: Sep 2008
Location: Southeast PA
Posts: 25,136
The LT1's main selling point was the reverse cooling system that it had. It allowed for a higher compression to push out a good amount of power.
It's also a strong well built engine. But the Opti-spark was its downfall.
It's also a strong well built engine. But the Opti-spark was its downfall.
#6
11-02-2011, 09:25 AM
GM Bulletproof Engine
the
3.8L
The Buick 231 cu. in. 3.8L V6 engine has had a production run lasting more than 30 years. Like the small block Chevy V8, this engine has undergone many changes over the years to keep it abreast of changing consumer expectations and emissions regulations.
the
3.8L
General Motors 90° V6 engine - Wikipedia, the free encyclopedia
<CITE>en.wikipedia.org/wiki/General_Motors_90°_V6_engine</CITE>Cached
Jump to 3.8L (229 CID): Both the Buick V6 and the 229 cid Chevrolet V6 are 90 degree V6 engines, and ...
<CITE>en.wikipedia.org/wiki/General_Motors_90°_V6_engine</CITE>Cached
Jump to 3.8L (229 CID): Both the Buick V6 and the 229 cid Chevrolet V6 are 90 degree V6 engines, and ...
The first Buick 3.8L was offered in the 1975 model year Skyhawk, Apollo, Century and Regal. The engine was based on an earlier 198 cu. in. V6 that Buick introduced back in 1962. The 3.8L engine shared the same 3.8” bore size as the Buick 350 V8. It also had an “odd-fire” crankshaft, which produced some idle shake and vibration.
Over the years various improvements were made to upgrade engine performance. Here are some of those changes:
1977 — Buick changed to an “even-fire” offset-pin crankshaft to smooth out the V6 engine.
1978 — Turbocharged version of the 3.8L V6 offered in the Buick Regal and LeSabre.
1979 — The engine gained some horsepower with improved cylinder heads (larger valves and ports).
1980 — Larger 4.1L version of 3.8L engine offered with bigger 3.965” pistons.
1981 — Stronger connecting rods and a revised harmonic balancer and flywheel were added.
1982 — 180 hp version of the turbocharged 3.8L V6 offered in Regal T-Types and Grand National. Also, a smaller displacement 3.0L version of the 3.8L V6 with a shorter stroke crankshaft was built for GM FWD cars.
1984 — Direct fire distributorless ignition and electronic multiport fuel injection were added. Also a new camshaft with a larger base circle and 0.015” shorter pushrods were added. This was also the first year for a front-wheel drive (FWD) version of the 3.8L V6.
1985 — The engine was refitted with a single serpentine belt to drive its accessories. The number of bolts on the oil pan was also increased from 14 to 20 to reduce oil leaks. The head bolts also changed to non-reusable torque-to-yield bolts.
1986 — The flat tappet lifters were upgraded to roller lifters to reduce internal engine friction, and sequential fuel injection was also added for improved performance, fuel economy and emissions. The deck height of the block was also reduced 0.035” to accommodate thicker composition-style head gaskets. Some FWD versions of the 3.8L V6 (VIN 3) were offered with roller lifters. FWD versions also got new cylinder heads with pedestal-style rocker arms, and a needle bearing thrust washer for the camshaft.
1988 — Buick now dubbed the engine the 3800. The block casting was revised and a balance shaft added to dampen vibrations. The cast iron camshaft was replaced with a steel camshaft, thinner, low-tension piston rings were added to reduce friction even more, and the mechanical EGR valve was replaced with an electronic digital EGR valve to reduce NOx emissions.
1989 — Smaller 3300 (3.3L) spin-off of the 3800 introduced.
1990 — The intake system was upgraded to Tuned Port Injection for more horsepower and torque. Also, a one-piece rear crankshaft oil seal was offered in some 3800 engines to reduce oil leaks.
1991 — L67 supercharged version of the 3800 appears. An Eaton blower boosts horsepower to 205.
1993 — The 3800 V6 got roller rocker arms, a higher compression ratio, and another reduction in piston ring tension to improve fuel economy and performance.
1994 — Supercharged engine gets larger blower pulley and larger throttle to make more horsepower (225 hp).
1995 — Series II 3800 introduced with revised, lighter block, cross-bolt main bearing caps, lighter pistons, a higher compression ratio (9.4:1)and shorter steel rods. It also had improved cylinder heads with bigger valves, a composite plastic intake manifold, revised accessory mountings on the engine, dual knock sensors, improved oil seals and a plastic engine cover to muffle noise.
1996 — Supercharged Series II 3800 gets a bigger supercharger for more boost and power (240 hp).
2004 — Series III L26 3800 V6 introduced, with electronic throttle control, returnless fuel injection, stronger powder metal connecting rods, and an aluminum upper intake manifold to replace the troublesome plastic intake manifold. Applications include the 2004-’08 Pontiac Grand Prix, 2005-’08 Buick LaCrosse and 2006-’08 Buick Lucerne. An L32 Supercharged Series III 3800 also is introduced, rated at 260 hp in the Pontiac Grand Prix GT and GTP.
2008 — End of the road for the 3800. Production will cease this year, with the 3800 being retired to the big boneyard in the sky. The engine will be replaced with the naturally aspirated LZ4 3500 OHV V6, or the LY7 3600 DOHC V6 in vehicles that used the supercharged 3800.
Service Issues
One of the reasons why the 3800 has had such a long production run is that it has been a very reliable, trouble-free engine for the most part. Many of these engines have racked up well over 200,000 miles with normal maintenance.
One of the few trouble spots has been coolant leaks on the Series II 3800 engines with the plastic intake manifold. The OEM intake manifold gasket tends to deteriorate after 60,000 or so miles in the area that seals the cylinder head coolant passage to the manifold. The seepage of coolant past the leaky gasket leads to overheating, and may cause bearing damage if coolant leaks down into the lifter valley and gets into the crankcase. The fix is to replace the OEM gasket with an improved aftermarket gasket, or the revised OEM gasket (P/N 89017554) per GM bulletin 04-06-01-017 issued in May, 2004.
The coolant leakage problem has been blamed on a number of factors, including coolant neglect and a less-than-robust OEM intake manifold gasket design. Though Dex-Cool is supposed to last up to five years or 150,000 miles, some say changing the coolant every two years can avert many of the problems that occur with aging coolant. Also, if the coolant level gets low, oxygen mixes with the coolant, which tends to cause problems with Dex-Cool.
On these engines, it’s not a bad idea to add a bottle of cooling system sealer to the cooling system for preventive maintenance, whether the coolant needs changing or not. The sealer will circulate with the coolant and hopefully stop any small seepage leaks in the intake manifold gasket from getting any worse, at least for a while. This may save your customer the expense of having to replace the intake manifold gasket. If the gasket is already leaking, sealer may plug it up temporarily. But, eventually, the gasket will have to be changed.
Another coolant leak problem prompted GM to issue a recall on certain 2000-’03 model year Chevys, Buicks and Pontiacs with the 3800 engine. The coolant leak on these engines was at the gasket between the intake manifold and throttle body or, in some cases, between the upper and lower intake manifold. The recall involved replacing the three throttle body fasteners, applying sealer to the threads, and dumping some sealer pellets into the cooling system reservoir. Recall 03034 was issued in July, 2003, but was only good until July, 2004. If a vehicle was repaired under this recall, there should be a GM recall decal affixed to the engine or under the hood.
Over the years various improvements were made to upgrade engine performance. Here are some of those changes:
1977 — Buick changed to an “even-fire” offset-pin crankshaft to smooth out the V6 engine.
1978 — Turbocharged version of the 3.8L V6 offered in the Buick Regal and LeSabre.
1979 — The engine gained some horsepower with improved cylinder heads (larger valves and ports).
1980 — Larger 4.1L version of 3.8L engine offered with bigger 3.965” pistons.
1981 — Stronger connecting rods and a revised harmonic balancer and flywheel were added.
1982 — 180 hp version of the turbocharged 3.8L V6 offered in Regal T-Types and Grand National. Also, a smaller displacement 3.0L version of the 3.8L V6 with a shorter stroke crankshaft was built for GM FWD cars.
1984 — Direct fire distributorless ignition and electronic multiport fuel injection were added. Also a new camshaft with a larger base circle and 0.015” shorter pushrods were added. This was also the first year for a front-wheel drive (FWD) version of the 3.8L V6.
1985 — The engine was refitted with a single serpentine belt to drive its accessories. The number of bolts on the oil pan was also increased from 14 to 20 to reduce oil leaks. The head bolts also changed to non-reusable torque-to-yield bolts.
1986 — The flat tappet lifters were upgraded to roller lifters to reduce internal engine friction, and sequential fuel injection was also added for improved performance, fuel economy and emissions. The deck height of the block was also reduced 0.035” to accommodate thicker composition-style head gaskets. Some FWD versions of the 3.8L V6 (VIN 3) were offered with roller lifters. FWD versions also got new cylinder heads with pedestal-style rocker arms, and a needle bearing thrust washer for the camshaft.
1988 — Buick now dubbed the engine the 3800. The block casting was revised and a balance shaft added to dampen vibrations. The cast iron camshaft was replaced with a steel camshaft, thinner, low-tension piston rings were added to reduce friction even more, and the mechanical EGR valve was replaced with an electronic digital EGR valve to reduce NOx emissions.
1989 — Smaller 3300 (3.3L) spin-off of the 3800 introduced.
1990 — The intake system was upgraded to Tuned Port Injection for more horsepower and torque. Also, a one-piece rear crankshaft oil seal was offered in some 3800 engines to reduce oil leaks.
1991 — L67 supercharged version of the 3800 appears. An Eaton blower boosts horsepower to 205.
1993 — The 3800 V6 got roller rocker arms, a higher compression ratio, and another reduction in piston ring tension to improve fuel economy and performance.
1994 — Supercharged engine gets larger blower pulley and larger throttle to make more horsepower (225 hp).
1995 — Series II 3800 introduced with revised, lighter block, cross-bolt main bearing caps, lighter pistons, a higher compression ratio (9.4:1)and shorter steel rods. It also had improved cylinder heads with bigger valves, a composite plastic intake manifold, revised accessory mountings on the engine, dual knock sensors, improved oil seals and a plastic engine cover to muffle noise.
1996 — Supercharged Series II 3800 gets a bigger supercharger for more boost and power (240 hp).
2004 — Series III L26 3800 V6 introduced, with electronic throttle control, returnless fuel injection, stronger powder metal connecting rods, and an aluminum upper intake manifold to replace the troublesome plastic intake manifold. Applications include the 2004-’08 Pontiac Grand Prix, 2005-’08 Buick LaCrosse and 2006-’08 Buick Lucerne. An L32 Supercharged Series III 3800 also is introduced, rated at 260 hp in the Pontiac Grand Prix GT and GTP.
2008 — End of the road for the 3800. Production will cease this year, with the 3800 being retired to the big boneyard in the sky. The engine will be replaced with the naturally aspirated LZ4 3500 OHV V6, or the LY7 3600 DOHC V6 in vehicles that used the supercharged 3800.
Service Issues
One of the reasons why the 3800 has had such a long production run is that it has been a very reliable, trouble-free engine for the most part. Many of these engines have racked up well over 200,000 miles with normal maintenance.
One of the few trouble spots has been coolant leaks on the Series II 3800 engines with the plastic intake manifold. The OEM intake manifold gasket tends to deteriorate after 60,000 or so miles in the area that seals the cylinder head coolant passage to the manifold. The seepage of coolant past the leaky gasket leads to overheating, and may cause bearing damage if coolant leaks down into the lifter valley and gets into the crankcase. The fix is to replace the OEM gasket with an improved aftermarket gasket, or the revised OEM gasket (P/N 89017554) per GM bulletin 04-06-01-017 issued in May, 2004.
The coolant leakage problem has been blamed on a number of factors, including coolant neglect and a less-than-robust OEM intake manifold gasket design. Though Dex-Cool is supposed to last up to five years or 150,000 miles, some say changing the coolant every two years can avert many of the problems that occur with aging coolant. Also, if the coolant level gets low, oxygen mixes with the coolant, which tends to cause problems with Dex-Cool.
On these engines, it’s not a bad idea to add a bottle of cooling system sealer to the cooling system for preventive maintenance, whether the coolant needs changing or not. The sealer will circulate with the coolant and hopefully stop any small seepage leaks in the intake manifold gasket from getting any worse, at least for a while. This may save your customer the expense of having to replace the intake manifold gasket. If the gasket is already leaking, sealer may plug it up temporarily. But, eventually, the gasket will have to be changed.
Another coolant leak problem prompted GM to issue a recall on certain 2000-’03 model year Chevys, Buicks and Pontiacs with the 3800 engine. The coolant leak on these engines was at the gasket between the intake manifold and throttle body or, in some cases, between the upper and lower intake manifold. The recall involved replacing the three throttle body fasteners, applying sealer to the threads, and dumping some sealer pellets into the cooling system reservoir. Recall 03034 was issued in July, 2003, but was only good until July, 2004. If a vehicle was repaired under this recall, there should be a GM recall decal affixed to the engine or under the hood.
Ignition System
The distributorless ignition system has also been fairly reliable, with some occasional crankshaft position sensor or coil failures. The 3800 engine has a “waste spark” distributorless ignition system with three ignition coils, (see photo above, right) an ignition control module, a dual Hall-effect crankshaft position sensor and an engine crankshaft balancer with interrupter rings attached to the rear. The PCM controls spark timing.
The distributorless ignition system has also been fairly reliable, with some occasional crankshaft position sensor or coil failures. The 3800 engine has a “waste spark” distributorless ignition system with three ignition coils, (see photo above, right) an ignition control module, a dual Hall-effect crankshaft position sensor and an engine crankshaft balancer with interrupter rings attached to the rear. The PCM controls spark timing.
Each coil fires two cylinders with cylinders 1/4, 2/5 and 3/6 each sharing a coil. Since the polarity of the ignition coil primary and secondary windings is fixed, one spark plug always fires with normal polarity while its companion plug fires with reverse polarity. Because the ignition coil requires approximately 30% more voltage to fire a spark plug with reverse polarity, the ignition coil
requires more saturation time (loner dwell) and a higher primary current. This allows the coils to produce up to 40Kv if needed.
If you have a 3800 that cranks but won’t start because there is no spark, check to make sure the coils have voltage when the key is on. If there is no trigger signal from the crankshaft position sensor, the PCM won’t fire the coils and there will be no spark.
The coil pack on these engines runs hot, so it’s important to make sure there is heat sink grease under the coil to transfer heat. If the coil module gets too hot, it will fail.
If an engine is hard to start or has a misfire at higher speeds, the problem may be a weak coil, a bad plug wire, or a fouled or worn spark plug. On 1996 and newer vehicles, you should get a cylinder misfire code. A code for one cylinder would likely indicate a fouled plug, bad plug wire, or possibly a clogged or dead fuel injector, or a compression leak (burned exhaust valve). Misfire codes for two cylinders that share a coil would likely point to a bad coil.
Another way to figure out if a misfire is a bad coil is to swap two of the coils on the coil pack. If the misfire moves to the new cylinders, the problem is the coil. If the misfire remains in the same cylinders, the coil is OK and the problem is the wires, plugs, injectors or compression.
If you test a coil with an ohmmeter, the test specs are 0.5 to 0.9 ohms for the primary terminals under the coil, and secondary resistance of 5,000 to 8,000 ohms at the high-voltage terminal.
The coil pack on these engines runs hot, so it’s important to make sure there is heat sink grease under the coil to transfer heat. If the coil module gets too hot, it will fail.
If an engine is hard to start or has a misfire at higher speeds, the problem may be a weak coil, a bad plug wire, or a fouled or worn spark plug. On 1996 and newer vehicles, you should get a cylinder misfire code. A code for one cylinder would likely indicate a fouled plug, bad plug wire, or possibly a clogged or dead fuel injector, or a compression leak (burned exhaust valve). Misfire codes for two cylinders that share a coil would likely point to a bad coil.
Another way to figure out if a misfire is a bad coil is to swap two of the coils on the coil pack. If the misfire moves to the new cylinders, the problem is the coil. If the misfire remains in the same cylinders, the coil is OK and the problem is the wires, plugs, injectors or compression.
If you test a coil with an ohmmeter, the test specs are 0.5 to 0.9 ohms for the primary terminals under the coil, and secondary resistance of 5,000 to 8,000 ohms at the high-voltage terminal.
Fuel System
Fuel problems on these engines are no different than those on any other engine. The injectors can get gummed up from burning gasoline that contains low levels of detergents. GM recommends using “top tier” gasoline that contains higher levels of detergent to keep the injectors clean. This is especially important for engines that are used for short-trip driving and frequent stop/starts, or prolonged idling.
Fuel problems on these engines are no different than those on any other engine. The injectors can get gummed up from burning gasoline that contains low levels of detergents. GM recommends using “top tier” gasoline that contains higher levels of detergent to keep the injectors clean. This is especially important for engines that are used for short-trip driving and frequent stop/starts, or prolonged idling.
If you have a no-start condition because there’s no fuel, the first check would be fuel pressure. On a Series II 3800 engine, fuel pressure should be 48 to 55 psi with the key on and engine off. GM does not provide a fuel volume test spec but, as a rule, a good pump should deliver about a quart of fuel in 30 seconds.
On a Series III 3800 engine in a Buick Lucerne, the returnless EFI system has the fuel pressure regulator mounted in the fuel tank with the pump instead of on the fuel rail. There is no fuel return line from the engine back to the tank. The fuel pressure on these engines should be 56 to 62 psi with the key on and engine off.
If you have a cylinder misfire, but have a good spark and compression, the fuel injector is probably clogged or dead. The 3800 engine uses high-impedance 12 ohm injectors, and the test spec is 11.80 to 12.60 ohms, so check the resistance across the injector terminals if you suspect a bad injector. If an injector reads outside this range, even a few tenths of an ohm, it may be enough of a difference to cause a problem.
If an injector reads good, use a noid light to check for an injector pulse from the PCM injector driver circuit. No pulse? The problem could be a bad injector driver circuit in the PCM, or no input from the camshaft position sensor (CMP), which the PCM uses to fire the injectors. The CMP sensor is mounted on the front timing cover.
On the supercharged 3800 engines, one item that is often overlooked is the oil reservoir for the supercharger. The oil reservoir provides oil for the rotor gears and bearings. If the oil runs low, the supercharger may seize. The oil level can be checked by removing the small drain plug located near the supercharger input shaft.
Caution: Do not open the drain plug when the engine is hot. Let it cool at least two hours so hot oil does not spray out of the reservoir. The oil level should be at the bottom of the inspection threads in the drain plug hole. If the reservoir is low, top it off with GM Supercharger oil P/N 12345982 (a special 5W-30 synthetic oil).
Supercharger boost is controlled by the PCM via a boost solenoid, and a vacuum-operated bypass valve, which regulates the amount of boost pressure according to intake vacuum (engine load). At idle and low engine loads, the bypass valve is open allowing air to bypass the supercharger. When the driver steps on it and intake vacuum drops, the bypass valve closes allowing the supercharger to deliver boost pressure. The PCM usually commands the boost solenoid at 100% duty cycle (on all the time), unless the vehicle is shifted into reverse, in which case it kills the boost pressure. If there is a problem with the boost solenoid, the engine may not receive normal boost when accelerating, causing a noticeable loss of power.
On a Series III 3800 engine in a Buick Lucerne, the returnless EFI system has the fuel pressure regulator mounted in the fuel tank with the pump instead of on the fuel rail. There is no fuel return line from the engine back to the tank. The fuel pressure on these engines should be 56 to 62 psi with the key on and engine off.
If you have a cylinder misfire, but have a good spark and compression, the fuel injector is probably clogged or dead. The 3800 engine uses high-impedance 12 ohm injectors, and the test spec is 11.80 to 12.60 ohms, so check the resistance across the injector terminals if you suspect a bad injector. If an injector reads outside this range, even a few tenths of an ohm, it may be enough of a difference to cause a problem.
If an injector reads good, use a noid light to check for an injector pulse from the PCM injector driver circuit. No pulse? The problem could be a bad injector driver circuit in the PCM, or no input from the camshaft position sensor (CMP), which the PCM uses to fire the injectors. The CMP sensor is mounted on the front timing cover.
On the supercharged 3800 engines, one item that is often overlooked is the oil reservoir for the supercharger. The oil reservoir provides oil for the rotor gears and bearings. If the oil runs low, the supercharger may seize. The oil level can be checked by removing the small drain plug located near the supercharger input shaft.
Caution: Do not open the drain plug when the engine is hot. Let it cool at least two hours so hot oil does not spray out of the reservoir. The oil level should be at the bottom of the inspection threads in the drain plug hole. If the reservoir is low, top it off with GM Supercharger oil P/N 12345982 (a special 5W-30 synthetic oil).
Supercharger boost is controlled by the PCM via a boost solenoid, and a vacuum-operated bypass valve, which regulates the amount of boost pressure according to intake vacuum (engine load). At idle and low engine loads, the bypass valve is open allowing air to bypass the supercharger. When the driver steps on it and intake vacuum drops, the bypass valve closes allowing the supercharger to deliver boost pressure. The PCM usually commands the boost solenoid at 100% duty cycle (on all the time), unless the vehicle is shifted into reverse, in which case it kills the boost pressure. If there is a problem with the boost solenoid, the engine may not receive normal boost when accelerating, causing a noticeable loss of power.
Last edited by Space; 11-02-2011 at 09:52 AM.
#7
11-02-2011, 10:40 AM
Ahh the LT1 great motor but as chibi said optispark was it's downfall, & those reverse cooling heads are a pain to bleed the air outta the cooling system, but I think any LS motor should be on the list there pretty much the base of any v8 gm makes now
#8
11-02-2011, 02:02 PM
The SBC was a great engine indeed.... surprised we didn't see the 454 up there. I guess the cubic inch displacement requirements introduced later on were the downfall of that engine that prevented it from really living out its true potential. All great engines, a diverse field of engines as well..
I may be one of hteo nly members to have driven a vehicle with a stovebolt engine. For it's time and size, it put down some power, espeically when running through a manual transmission. Took Ford 8 cylinders (flathead) to run with the General's 6!
I may be one of hteo nly members to have driven a vehicle with a stovebolt engine. For it's time and size, it put down some power, espeically when running through a manual transmission. Took Ford 8 cylinders (flathead) to run with the General's 6!
#9
11-02-2011, 04:51 PM
Join Date: Jan 2011
Location: St.Louis , MO.
Posts: 7,523
I like this one the best 427 all aluminum big block 
EDIT: I think one would look good in my corvette ..
1969 Camaro ZL-1; 427 cu in (7.0-liter) V-8, 430 hp
Chevrolet only built '69 Camaro ZL-1s, and they cost roughly twice as much as a standard V-8-powered coupe. An all-aluminum version of the Chevy big-block V-8 that was intended more for drag race use than on the streets.
EDIT: I think one would look good in my corvette ..
1969 Camaro ZL-1; 427 cu in (7.0-liter) V-8, 430 hp
Chevrolet only built '69 Camaro ZL-1s, and they cost roughly twice as much as a standard V-8-powered coupe. An all-aluminum version of the Chevy big-block V-8 that was intended more for drag race use than on the streets.
Last edited by zjerry; 11-02-2011 at 05:06 PM.
#10
11-03-2011, 04:49 AM
I like this one the best 427 all aluminum big block
EDIT: I think one would look good in my corvette ..
1969 Camaro ZL-1; 427 cu in (7.0-liter) V-8, 430 hp
Chevrolet only built '69 Camaro ZL-1s, and they cost roughly twice as much as a standard V-8-powered coupe. An all-aluminum version of the Chevy big-block V-8 that was intended more for drag race use than on the streets.
EDIT: I think one would look good in my corvette ..
1969 Camaro ZL-1; 427 cu in (7.0-liter) V-8, 430 hp
Chevrolet only built '69 Camaro ZL-1s, and they cost roughly twice as much as a standard V-8-powered coupe. An all-aluminum version of the Chevy big-block V-8 that was intended more for drag race use than on the streets.
`Jerry, that would be a Super Engine for your Corvette
* p.s. Your dad sure had some super Corvette's & it's great that you got one his 4-Sure...(Read your reply in our Member's Blog)...It's cost $4K in 1971 for the ZL1 '427, but 2day I think it would be over $20K+ for one
Thanks for your post & all your contributions 2 the MCF
Last edited by Space; 11-03-2011 at 05:47 AM.