3900 Engine Mechanical Specifications
Application
Specification
Metric
English
General Data
Engine Type
60 degree V-6
Displacement
3.9L
238 cu in
RPO
LZ9
VIN
1
Bore
99 mm
3.90 in
Stroke
84 mm
3.31 in
Compression Ratio
9.8:1
Firing Order
123456
Spark Plug Gap
1.00 mm
0.040 in
Block
Camshaft Bearing Bore Diameter - Front and Rear
55.26-55.31 mm
2.175-2.177 in
Camshaft Bearing Bore Diameter - Middle #2, #3
54.75-54.80 mm
2.155-2.157 in
Crankshaft Main Bearing Bore Diameter
72.1535-72.0695 mm
2.840-2.841 in
Crankshaft Main Bearing Bore Out-of-Round
0.008 mm
0.00031 in
Cylinder Bore Diameter
99.000-99.018 mm
3.897-3.898 in
Cylinder Bore Out-of-Round - Diameter - Production
0.026 mm
0.0010 in
Cylinder Bore Out-of-Round - Diameter - Service
0.030 mm
0.0011 in
Cylinder Bore Taper - Production
0.026 mm
0.0010 in
Cylinder Bore Taper - Service
0.030 mm
0.0011 in
Cylinder Head Deck Height
224 mm
8.818 in
Cylinder Head Deck Surface Flatness
0.05 mm per 150 mm
0.0019 in per 5.905 in
Valve Lifter Bore Diameter
21.417-21.455 mm
0.843-0.844 in
Camshaft
60DegreeV6.com
1
Camshaft Bearing Inside Diameter
51.500-51.525 mm
2.028-2.029 in
Camshaft Journal Diameter
51.415-51.440 mm
2.024-2.025 in
Camshaft Journal Out-of-Round
0.025 mm
0.001 in
Camshaft Lobe Lift - Exhaust
6.9263 mm
0.2727 in
Camshaft Lobe Lift - Intake
6.9263 mm
0.2727 in
Cooling System
Thermostat Full Open Temperature
195 degrees
Connecting Rod
Connecting Rod Bearing Clearance
0.018-0.062 mm
0.0007-0.0024 in
Connecting Rod Bore Diameter
60.322-60.338 mm
2.375-2.376 in
Connecting Rod Bore Out-of-Round
0.006 mm
0.00023 in
Connecting Rod Length - Center to Center
150 mm
5.9 in
Connecting Rod Side Clearance
0.200-0.241 mm
0.008-0.009 in
Crankshaft
Connecting Rod Journal Diameter
57.122-57.138 mm
2.248-2.249 in
Connecting Rod Journal Out-of-Round
0.005 mm
0.0002 in
Connecting Rod Journal Taper
0.005 mm
0.0002 in
Connecting Rod Journal Width
21.92-22.08 mm
0.863-0.869 in
Crankshaft End Play
0.060-0.210 mm
0.0024-0.0083 in
Crankshaft Main Bearing Clearance - Except #3
0.019-0.064 mm
0.0008-0.0025 in
Crankshaft Main Bearing Clearance - #3 Thrust Bearing
0.032-0.077 mm
0.0012-0.0030 in
Crankshaft Main Journal Out-of-Round
0.005 mm
0.0002 in
Crankshaft Main Journal Taper
0.005 mm
0.0002 in
Crankshaft Rear Flange Runout
0.04 mm
0.0016 in
Cylinder Head
Combustion Chamber Depth - at Measurement Point
2.2 mm
0.087 in
Surface Finish - Maximum
2.8 RA
Surface Flatness - Block Deck
0.08 mm per 152 mm
0.003 in per 6 in
Surface Flatness - Exhaust Manifold Deck
0.1 mm
0.004 in
Surface Flatness - Intake Manifold Deck
0.1 mm
0.004 in
60DegreeV6.com
2
Valve Guide Bore - Exhaust
8.01 mm
0.315 in
Valve Guide Bore - Intake
8.01 mm
0.315 in
Valve Guide Installed Height
16.6 mm
0.654 in
Lubrication System
Oil Capacity - with Filte
3.8 liter
4.0 quarts
Oil Pressure - @ 1850 RPM
207-310 kPa
30-45 PSI
Oil Pump
Gear Diameter
38.05-38.10 mm
1.498-1.500 in
Gear Pocket - Dept
30.52-30.58 mm
1.202-1.204 in
Gear Pocket - Diameter
38.176-38.226 mm
1.503-1.505 in
Gears Lash
0.094-0.195 mm
0.0037-0.0077 in
Relief Valve-to-Bore Clearance
0.038-0.089 mm
0.0015-0.0035 in
Pin
Piston Pin Clearance to Connecting Rod Bore - Press Fit
-0.004 to -0.021 mm
-0.0001 to -0.0008 in
Piston Pin Clearance to Piston Pin Bore
0.002-0.010 mm
0.00008-0.0004 in
Piston Pin Diameter
23.952-23.955 mm
0.942-0.943 in
Piston Pin Length
64.21-64.44 mm
2.57-2.53 in
Piston
Piston Diameter - Production
98.970-99.008 mm
3.896-3.897 in
Piston Diameter - Service Limit
98.950 mm
3.895 in
Piston Pin Bore Diameter
23.957-23.962 mm
0.943 in
Piston Ring Groov

 

Where did you get that info?! And.. do you have it in a more logical form so it's easier to read? lmao...

 

I got it from 60 degree V6.com...lol just thought someone would like to know.

 

Copy/Paste into notepad and edit.

 

"60DegreeV6"

This is the one spec that other GM form webistes say that they messed up.

I've read posts whereif GM made this a 90 degree engine like the 3800 Buick engines, there would be a lot less vibrations and the engine would run smoother.

 

Actually the 60 degree bank block is supposed to be naturally balanced via the crank... meaning no funky balancing shafts like the 3800 does have.... Not to mention less material, lighter. more durable (less forces on the drivetrain) and a HECK of a lot easier to work on. (don't have to be gumby to get to the rear spark plugs)

 

That be a whole lot of info-mation.