Editing Buick V6 engine

{{Infobox automobile engine
| name = Buick V6
| image = 3800II_L36.JPG
| caption = 3800 V6 Series I (L27) Engine in a 1995 Buick Regal
| manufacturer = {{ubl |[[General Motors]]|[[Kaiser Jeep]]|[[American Motors]]|}}
| aka = {{ubl |Fireball|Dauntless|3800}}
| production = 1961–2008
| turbocharger = In LD5 and special racing editions
| supercharger = [[Eaton Corporation|Eaton]] M62 or M90 (some versions)
| successor = {{ubl| [[General Motors High Value engine|GM High Value V6]] (Naturally Aspirated Applications)|[[General Motors High Feature engine|GM High Feature V6]] (Supercharged Applications)}}
| configuration = 90° [[V6 engine|V6]]
| block = [[Cast iron]]
| head = [[Cast iron]]
| valvetrain = [[Overhead valve engine|OHV]] 2 valves × cyl.
| displacement = {{ubl
  |{{cvt|2966|cc|CID L cc|1|adj=ri0|order=out}}
  |{{cvt|3216|cc|CID L cc|1|adj=ri0|order=out}}
  |{{cvt|3234.5|cc|CID L cc|1|adj=ri0|order=out}}
  |{{cvt|3340.7|cc|CID L cc|1|adj=ri0|order=out}}
  |{{cvt|3692|cc|CID L cc|1|adj=ri0|order=out}}
  |{{cvt|3791.3|cc|CID L cc|1|adj=ri0|order=out}}
  |{{cvt|4128|cc|CID L cc|1|adj=ri0|order=out}}
  }}
| bore = {{ubl| {{cvt|3.5|in|mm|1}}|{{cvt|3.625|in|mm}}|{{cvt|3.7|in|mm}}|{{cvt|3.75|in|mm|2}}|{{cvt|3.8|in|mm|1}}|{{cvt|3.965|in|mm}}}}
| stroke = {{ubl| {{cvt|2.66|in|mm|1}}|{{cvt|3.16|in|mm|1}}|{{cvt|3.1875|in|mm}}|{{cvt|3.4|in|mm|1}}}}
| compression = 8.0:1, 8.4:1, 8.5:1, 9.0:1, 9.4:1
| power = {{cvt|90|to|300|hp|0}}
| torque = {{cvt|145|to|280|lbft|0}}
| fueltype = [[Gasoline]]
| fuelsystem = [[Rochester Products Division|Rochester]] [[carburetor]]<br/>[[Multi-port fuel injection]]<br/>[[Sequential fuel injection]]
| oilsystem = [[Wet sump]]
| coolingsystem = [[Radiator (engine cooling)|Water-cooled]]
| weight = {{cvt|392|lb|0}} (Series II)
}}

The '''Buick V6''' is an [[Overhead valve engine|OHV]] [[V6 engine]] developed by the [[Buick]] division of [[General Motors Corporation|General Motors]] and first introduced in 1962. The engine was originally {{cvt|198|cuin|L|1}} and was marketed as the ''Fireball'' engine. GM continued to develop and refine the {{cvt|231|cuin|L|1}} V6, eventually and commonly referred to simply as the '''3800''', through numerous iterations.

The 3800 made the [[Ward's 10 Best Engines#20th century|Ward's 10 Best Engines of the 20th Century]] list and made Ward's yearly 10 Best list numerous times. It is one of the most-manufactured engines in automotive history, with over 25 million produced.{{cn|date=March 2023}}

The engine originally derived from Buick's {{cvt|215|cuin|L|1}} [[Buick V8 engine#215|aluminium V8]] family,{{cn|date=March 2023}} which also went on to become the [[Rover V8]], manufactured from 1960–2006.

==Overview==
The 3800's block is cast iron and all variants use iron, two-valve-per-cylinder [[Overhead valve engine|OHV]] heads. The engine, originally designed and manufactured in the United States, was also produced in later versions in Australia. It was the first six-cylinder engine designed exclusively for Buick products since the [[Buick Straight-6 engine|Buick straight-six]] was discontinued in 1930.

In 1967, GM sold the design to [[Kaiser-Jeep]] since they no longer felt the need to produce a V6, considered an unusual engine configuration in North America at the time. The [[1973 oil crisis]] prompted the company to re-acquire the design from [[American Motors]] (AMC), who had purchased Kaiser-Jeep in 1970, in early 1974. The descendants of the early 231 continue as the most-common GM V6, as it developed into a very durable and reliable design.

Though the pre-3800 [[rear-wheel drive]] (RWD) V6 uses the [[List of GM bellhousing patterns#Buick, Oldsmobile, Pontiac (BOP) V8 pattern|Buick, Oldsmobile, Pontiac (BOP)]] bellhousing pattern, an oddity of both the [[front-wheel drive]] (FWD) and RWD 3800 V6 is that although it is a 90° V6, it uses the [[List of GM bellhousing patterns#GM metric pattern|GM 60° V6]] [[bell housing]] (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.

The engine was produced at the [[Flint North]] plant in [[Flint, Michigan]], with engine blocks and cylinder heads cast at the Grey Iron plant (now the [[Saginaw Metal Casting Operations|GM Saginaw Metal Casting Operations]] plant) at 1629 N. Washington Avenue in [[Saginaw, Michigan]].

==Early versions==
===Fireball V6===
The first engine in this family, RPO code '''6I''', was introduced in 1961 for the 1962 model year [[Buick Special]] with Buick's {{cvt|198|cuin|L|1}} engine, the first V6 in an American car (the [[GMC V6 engine|GMC V6]] was used earlier in trucks). Because it was derived from Buick's {{cvt|215|cuin|L|1}} [[Buick V8 engine#215|aluminum V8]], it has a 90° bank between cylinders and an [[V6#CITEREF2008|uneven firing pattern]] 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."

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 {{cvt|4.24|in|mm}}, the LN3 and later engines became known to have "on-center bore spacing".

====198====<!-- This section is linked from [[V6 engine]] -->
The [[Buick]] 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. It was given the RPO code '''JL'''. 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 {{cvt|3.625x3.1875|in|mm}}, for an overall displacement of {{cvt|3234.5|cc|CID L cc|1|adj=ri0|order=out}}. It weighed about {{cvt|35|lb|kg}} 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 {{cvt|3.75|in|mm|2}}, and stroke increased to {{cvt|3.4|in|mm|1}}, increasing displacement to {{cvt|3692|cc|CID L cc|1|adj=ri0|order=out}}. Since the engine was similar to the popular small-block Buick V8—now with a cast-iron block and displacement of {{cvt|300|cuin|L|1}}, the engine was made cheaply at the same factory with much of the same tooling. This engine carried the RPO code '''KH''' for the 1964 model year and '''LH''' for 1965. In 1966, the code was '''MH''' and was renamed the ''Wildcat V-6''.  For 1967, the code was '''NH'''. 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, including the Oldsmobile Vista Cruiser and Buick Sport Wagon.

1964–1965 models featured a single barrel Rochester MonoJet, producing {{cvt|155|hp|kW|0}}. In 1966–1967, the 1-barrel was replaced with a 2-barrel Rochester 2GV, giving the engine a 5-horsepower boost to {{cvt|160|hp|kW|0}}.

The V6 was dropped after the 1967 model year in favor of a conventional {{cvt|250|cuin|L|1}} [[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 CJ]]s. It was known as the '''Dauntless V6''' and used a much heavier flywheel than the Buick version to damp the 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 car]]s. When [[American Motors Corporation|American Motors]] (AMC) bought Jeep, the V6 was replaced with [[AMC Straight-6 engine|AMC straight-6 engine]]s, but the ownership of the V6 tooling remained with AMC.

{{hidden begin
|title      = '''Applications''':
|titlestyle = background:#88FF88; text-align:left;
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}}:
* 1966–1971 [[Jeep Jeepster]] & [[Jeepster Commando]]
* 1966–1971 [[Jeep CJ#CJ-5|CJ-5]]
* 1966–1971 [[Jeep CJ#CJ-6|CJ-6]]
 {{hidden end}}

====231====<!-- This section is linked from [[V6 engine]] -->
The [[1973 oil crisis]] 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 {{cvt|140|cuin|L|1}} [[OHC]] aluminum [[inline-four engine]] used in the subcompact [[Chevrolet Vega]] and a [[Chevrolet Turbo-Thrift engine#250|{{cvt|250|cuin|L|1}} straight-6]] used in smaller Chevy, Buick, Oldsmobile and Pontiac models, whose design roots dated back to the 1962 Chevy II (Nova). '''LD5''' was the RPO for engines with chassis code "A", '''LD7''' was used for the 1977-only VIN code "C" engines.

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.<ref>{{cite book |title=Ward's Automotive Yearbook 1975 |year=1975 |publisher=Ward's Communications, Inc.}}</ref> 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 {{cvt|3.8|in|mm}}, identical to the [[Buick V8 engine#350|Buick 350]] and [[Oldsmobile V8 engine#307|Olds 307]] V8s, yielding {{cvt|3791.3|cc|CID L cc|1|adj=ri0|order=out}} displacement. 78,349 units were installed in Buicks for 1975.<ref>{{cite book |title=Ward's Automotive Yearbook 1976 |year=1976 |publisher=Ward's Communications, Inc.}}</ref>

Due to difficulties with the new fuel economy and emissions standards, the engine produced just {{cvt|105|or|110|hp|kW|0}}, depending on fitment and year.

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 {{cvt|3|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 {{cvt|3|mm}} thick flange effectively caused the connecting rods on the left-hand bank of cylinders (forward bank for FWD applications) to move {{cvt|1.5|mm}} forward and the right-hand bank to move {{cvt|1.5|mm}} rearward, 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 {{cvt|1.5|mm}}. The engine in this configuration became known to have "off-center bore spacing".

{{hidden begin
|title      = '''Applications''':
|titlestyle = background:#88FF88; text-align:left;
|bodystyle  = text-align:left;
}}
* 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 {{cvt|229|CID|L|1}} engine used in the Malibu starting in 1980 and the {{cvt|200|CID|L|1}} 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 {{cvt|229|cid|L|1}} 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 {{cvt|229|CID|L|1}} 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]]
{{hidden end}}

====LD5====
[[File:1978 Buick 3.8 litre turbo engine in a Regal.jpg|thumb|The original, carbureted turbocharged LD5 from a 1978 Regal Sport [[Coupé]]]]
In 1978, GM began to market the 231 as the '''3.8 liter''' as [[metric engine (American expression)|metric engine]] sizes became common in the [[United States]]. The ''[[Regular Production Option|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]] and a [[wasted spark]] [[Distributorless Ignition System]] in 1984. In 1986, an air-to-air [[Garrett AiResearch|Garrett]] [[intercooler]] was added and the ''RPO Code'' became ''LC2''. The LC2 engine has a [[Bore (engine)|bore]] and [[Stroke (engine)|stroke]] of {{cvt|3.8x3.4|in|1}}. The [[horsepower]] ratings for 1986 & 1987 were {{cvt|235|and|245|hp|PS kW|0}}, 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 {{cvt|300|hp|PS kW|0}} factory rating.

The turbocharged 1987 Buick Regal Grand National GNX was called America's quickest automobile, and the model continues to be collected and appreciated today.

{{hidden begin
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|titlestyle = background:#88FF88; text-align:left;
|bodystyle  = text-align:left;
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* 1978–1987 [[Buick Regal#Grand National, Turbo-T and T-Type|Buick Regal Sport Coupe, T-Type, Grand National, 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]] Turbo
* 1989 [[Pontiac Firebird Trans Am|Pontiac Trans Am Turbo]] ''20th Anniversary Edition''
{{hidden end}}

====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 {{cvt|3.5|in|mm|1}}, resulting in an engine of {{cvt|3216.3|cc|CID L cc|1|adj=ri0|order=out}} piston displacement. The ''RPO code'' was ''LC9''. Initially this engine produced {{cvt|90|hp|0}}, but in 1979 it received the same improvements in the cylinder heads as did the LD5, and therefore power increased to {{cvt|105|hp|0}}.

====LC4====
In response to rising gas prices, a larger {{cvt|4128|cc|CID L cc|1|adj=ri0|order=out}} 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 {{cvt|3.965|in|mm}}, yielding an output of {{cvt|125|hp|0}} and {{cvt|205|lbft|Nm|0}}. 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 [[Cadillac V8 engine#368 and V8-6-4|V8-6-4]] engine used in 1981 and early versions of the aluminum-block Cadillac [[Cadillac V8 engine#HT-4100|HT-4100]] V8 introduced in 1982. It was also the standard powerplant in the front-drive [[Buick Riviera|Riviera]] and [[Oldsmobile 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.{{citation needed|date=November 2024}} This was the first naturally aspirated GM V-6 to feature a 4-barrel carburetor.
{| class=wikitable
!Year
!Horsepower
!Torque
!Fuel System
!Compression Ratio
!VIN Code
|-
|1980–1984|| {{cvt|125|hp|0}} at 4,000&nbsp;rpm||{{cvt|205|lbft|Nm|0}} at 2,000&nbsp;rpm||4-bbl||8.0:1||4
|}

{{hidden begin
|title      = '''Applications''':
|titlestyle = background:#88FF88; text-align:left;
|bodystyle  = text-align:left;
}}
* 1980–84 [[Buick Electra#Fifth generation (1977–1984)|Buick Electra]]
* 1980–84 [[Buick LeSabre#1977|Buick LeSabre]]
* 1982–84 [[Buick Regal#Second generation (1978)|Buick Regal]]
* 1981–84 [[Buick Riviera#Sixth generation (1979–1985)|Buick Riviera]]
* 1980–82 [[Cadillac Deville#1977 - 1984|Cadillac DeVille]]
* 1981–82 [[Cadillac Eldorado#Tenth generation (1979–1985)|Cadillac Eldorado]]
* 1980–82 [[Cadillac Fleetwood#1977–1986 .28RWD.29|Cadillac Fleetwood]]
* 1981–82 [[Cadillac Seville#Second generation (1980–1985)|Cadillac Seville]]
* 1981–83 [[Oldsmobile 98#1977|Oldsmobile 98]]
* 1981–84 [[Oldsmobile Toronado#Third generation.2C 1979.E2.80.9385|Oldsmobile Toronado]]
* 1982 [[Pontiac Grand Prix#1978|Pontiac Grand Prix]]
* 1982 [[Pontiac Bonneville#Seventh generation (1982–1986)|Pontiac Bonneville]]
{{hidden end}}

==== LK9 ====
A small {{cvt|2966|cc|CID L cc|1|adj=ri0|order=out}} version of the Buick V6 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 engine|transverse]] application in the new [[GM A platform]] cars such as the [[Buick Century]] and [[Oldsmobile Cutlass Ciera]]. It shared the same bore size as its larger sibling, but featured a smaller stroke of {{cvt|2.66|in|mm}}. It used a [[Rochester Products Division|Rochester]] E2ME 2-bbl [[carburetor]] and the [[VIN]] code for the engine is ''E''.

{| class=wikitable
!Year
!Horsepower
!Torque
!Compression Ratio
|-
|1982–1983||rowspan=2| {{cvt|110|hp|0}} at 4,800&nbsp;rpm||{{cvt|145|lbft|Nm|0}} at 2,000&nbsp;rpm||8.45:1
|-
|1984–1985||{{cvt|145|lbft|Nm|0}} at 2,600&nbsp;rpm||8.4:1
|}

{{hidden begin
|title      = '''Applications''':
|titlestyle = background:#88FF88; text-align:left;
|bodystyle  = text-align:left;
}}
* 1982–1985 [[Buick Century#1982|Buick Century]]
* 1982–1985 [[Oldsmobile Cutlass Ciera]]
* 1985 [[Oldsmobile 98]]
* 1985 [[Buick Electra]]
{{hidden end}}

==== LN7 ====
The '''LN7''' is a [[Multi-point injection|multiport fuel injected]] version of the '''LK9'''. It was introduced for 1985 and used the [[VIN]] code: '''L'''. It was replaced in 1989 with the 3.3.

{| class=wikitable
!Horsepower
!Torque
!Compression Ratio
|-
|{{cvt|125|hp|0}} at 4,900&nbsp;rpm||{{cvt|150|lbft|Nm|0}} at 2,400&nbsp;rpm||9.0:1
|}

{{hidden begin
|title      = '''Applications''':
|titlestyle = background:#88FF88; text-align:left;
|bodystyle  = text-align:left;
}}
* 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]]
{{hidden end}}

===={{anchor|LG2|LG3}}3.8 FWD LG2/LG3====
In mid-1984, the 3.8 liter [[#LD5|LD5 engine]] was modified for transverse-mounting in smaller, [[front-wheel drive|FWD]] vehicles, and equipped with multi point fuel injection (MPFI). 1984-1985 models used a distributor and a distributorless [[wasted spark]] 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. Power produced by this engine was:
* VIN code B (LG2): flat lifters (tappets)
** {{cvt|140|hp|kW|0}} at 4,400&nbsp;rpm, {{cvt|200|lbft|Nm|0}} at 2,000&nbsp;rpm
* VIN code 3 (LG3): roller lifters (tappets)
** {{cvt|125|hp|kW|0}} at 4,400&nbsp;rpm, {{cvt|195|lbft|Nm|0}} at 2,000&nbsp;rpm (1984–1985 MPFI)
** {{cvt|150|hp|kW|0}} at 4,400&nbsp;rpm, {{cvt|200|lbft|Nm|0}} at 2,200&nbsp;rpm (1986–1988 SFI)
{{hidden begin
|title      = '''Applications''':
|titlestyle = background:#88FF88; text-align:left;
|bodystyle  = text-align:left;
}}
*1984–1988 Buick Century
*1986 Buick Riviera (LG2)
*1987 Buick Riviera (LG3)
*1986–1987 [[Buick Lesabre#Sixth generation .281986.E2.80.931991.29|Buick LeSabre]]
*1985–1987 [[Buick Electra]]
*1984–1988 Oldsmobile Cutlass Ciera
*1986–1987 [[Oldsmobile 88#1986.E2.80.931991|Oldsmobile Delta 88]]
*1985–1987 Oldsmobile Ninety Eight
*1986–1987 Oldsmobile Toronado
*1987–Early 1988 Pontiac Bonneville
{{hidden end}}

== 3800 V6 ==

=== Pre-Series I ===
==== LN3 Naturally Aspirated ==== <!-- This section is linked from [[Holden VN Commodore]] and [[Oldsmobile Touring Sedan]]. See [[WP:MOS#Section management]] --><!-- This section is linked from [[Holden VN Commodore]] and [[Oldsmobile Touring Sedan]]. See [[WP:MOS#Section management]] -->
[[File:3800 LN3 89 bonneville.JPG|thumb|An LN3 installed in a 1989 [[Pontiac Bonneville]] with a later ICM and Coilpack upgrade instead of the original Magnavox Ignition System.]]
Introduced in 1988 and initially designated VIN code C, 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. The LN3 was a major redesign, with a change to on-center [[Bore_(engine)#Bore_pitch|bore spacing]] (created by moving the left-hand bank of cylinders forward relative to the right-hand bank)<ref>[https://wbodytech.com/wiki/engines/buick-3800-v6/ wbodytech Buick 3800 v6]https://wbodytech.com/wiki/engines/buick-3800-v6/</ref> and the addition of a [[balance shaft]]. Other features included a 3×/18× [[Crankshaft position sensor|crank-trigger system]] and [[Multi-point injection|multiport fuel injection]]. This generation continued in use in several GM products into the early 1990s. It produced {{cvt|165|hp|kW|0}} of power and {{cvt|210|lbft|Nm|0}} of torque.

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. However, the [[Engine Control Unit|ECM]] would have to be reprogrammed. The L27 has a two piece, upper plenum intake and lower intake, the LN3 is all one piece.

{{hidden begin
|title      = Applications:
|titlestyle = background:#88FF88; text-align:left;
|bodystyle  = text-align:left;
}}
* 1988–1990 [[Buick Electra]]
* 1988–1991 [[Buick LeSabre]]
* 1988–1990 [[Buick Reatta]]
* 1988–1990 [[Buick Riviera]]
* [[Formula Holden]] (motor racing category)
* 1988–1991 [[Holden Commodore]] ([[Holden VN Commodore|VN Series I]])
* 1988.5–1991 [[Oldsmobile Delta 88]]
* 1988–1990 [[Oldsmobile Ninety-Eight]]
* 1988–1990 [[Oldsmobile Touring Sedan]]
* 1988–1990 [[Oldsmobile Toronado]]
* 1988–1990 [[Oldsmobile Toronado Trofeo]]
* 1988–1991 [[Pontiac Bonneville]]
{{hidden end}}

{{anchor|LG7}}

==== 3300 (LG7) ====

[[File:GM3300 VIN N.jpg|thumb|General Motors 3300 V6 (VIN N) in a 1990 Buick Skylark Luxury Edition.]]

A smaller 3.3 liter ''3300'' was introduced in 1989 and produced through 1993. It was effectively a lower-deck version of the 3800, with a smaller bore and stroke of {{cvt|3.7x3.16|in|mm|1}} for {{cvt|3341|cc|L cuin|1}}.<ref name="AR92">{{cite book | title = Automobil Revue 1992 | editor-last = Büschi | editor-first = Hans-Ulrich | publisher = Hallwag AG | location = Berne, Switzerland | language = de, fr | page = 433 | volume = 87 |date=5 March 1992 | isbn = 3-444-00539-3 }}</ref> 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 {{cvt|160|hp|kW|0|}} at 5,200&nbsp;rpm and {{cvt|185|lbft|Nm|0}} at 2,000&nbsp;rpm with a 5,500&nbsp;rpm redline.

{{hidden begin
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|titlestyle = background:#88FF88; text-align:left;
|bodystyle  = text-align:left;
}}
* 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]]
{{hidden end}}

=== Series I ===

==== {{anchor|L27}} L27 SI Naturally Aspirated ====

[[File:3800II L36.JPG|thumb|A 3800 Series I L27 naturally aspirated engine installed transversely in a 1995 [[Buick Regal]].]]

The LN3 was replaced by the {{cvt|3791|cc|L cuin|1}} '''L27''' in mid-1990 and produces {{cvt|170|hp|kW|0}}. The slight power increase was accompanied by more torque in the mid-range, all thanks to a new, two-piece intake manifold with longer runners. Other improvements over the LN3 included wider [[connecting rod]] bearings, a new [[timing chain]] tensioner, dual-wall exhaust pipes, new heat shields for the exhaust manifolds, and sound absorbing, composite molded valve covers.<ref name=WAW260475>{{cite journal | journal = Ward's Auto World | volume = 26 | number = 4 | publisher = Ward's Communications | date = April 1990 | page = 75 | title = Park Avenue gets electronic transaxle | first = Joel D. | last = Pietrangelo }}</ref> This engine is 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 {{cvt|127|kW|hp|0}} for the Holden L27, before being boosted to {{cvt|130|kW|PS hp|0}} in the revised VR Commodore in 1993. The L36 made its debut in 1995.

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|title      = Applications:
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* 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 VN Commodore|VNII]], [[Holden VP Commodore|VP]], [[Holden VR Commodore|VR]])
* [[Holden Caprice]] ([[Holden VQ Statesman|VQ]], [[Holden VR Statesman|VR]])
* 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]]
{{hidden end}}

[[Image:95RivEngine.jpg|thumb|A [[supercharged]] 3800 (transverse mount) installed in a [[Buick Riviera]] for 1995, the last year of Series I L67 production. Power is {{cvt|225|hp|0}}/{{cvt|275|lbft|Nm|0}} for this version.]]

==== {{anchor|L67}} L67 SI Supercharged ====
The Series I Supercharged engine went through two supercharger revisions (Gen2 and Gen3) and the horsepower improved between initial launch and the time that the Series II L36 was introduced. The M62 supercharger was manufactured by [[Eaton Corporation|Eaton]], for the GM 3800 SI engine. HP was rated at 205 for 1991–1993 engines (Gen2 supercharger) with a {{convert|2.55|in|mm|adj=on}} pulley, and 225 for 1994–1995 engines (Gen3 supercharger). All of the additional horsepower for 1994–95 Gen3 supercharged engines was gained by using epoxy (not Teflon as commonly believed) coated supercharger rotors to improve efficiency, a larger supercharger inlet and throttle body. Thus, the Gen3 utilized a {{convert|2.85|in|mm|adj=on}} pulley versus the {{convert|2.55|in|mm|adj=on}} 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 are on only the top. They perform slightly differently, and interchanging one without tuning may cause engine problems. Redline on Gen3 engines is at 6000&nbsp;rpm, but the ECM will shift at 5400&nbsp;rpm without performance shift enabled.

{{hidden begin
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*1991–1995 [[Buick Park Avenue#First generation (1991–1996)|Buick Park Avenue]] Ultra
*1992–1995 [[Oldsmobile 98#Twelfth generation (1991–1996)|Oldsmobile Ninety-Eight]] Regency Elite (optional), Touring Sedan
*1992-1995 [[Pontiac Bonneville#Ninth generation (1992–1999)|Pontiac Bonneville]] SE with H4U RPO, not badged - SLE (optional SC package), SSE (optional), and SSEi
*1995 [[Buick Riviera#Eighth generation (1995–1999)|Buick Riviera]] (optional)
*1995 [[Oldsmobile 88#Tenth generation (1992–1999)|Oldsmobile Eighty-Eight]] LS (optional), LSS (optional)
{{hidden end}}

=== 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 liter engine remained at {{cvt|3.4|in}}, and the bore remained at {{cvt|3.8|in|mm}}. That said, 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 {{cvt|1|in||1}}, and the crankshaft was also redesigned. A new [[intake manifold]] improved breathing while a redesigned cylinder head featured larger valves and a higher compression ratio. The result was {{cvt|205|hp|0}} and {{cvt|230|lbft|Nm|0}}, better fuel economy, and {{cvt|26|lb|0}} lighter overall weight (to {{cvt|392|lb|0}}). This 3800 weighs only {{cvt|22|lb|0}} more than the all-aluminum [[GM High Feature engine|High Feature V6]] 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 [[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.<ref name="reuters.com">{{cite news|url=https://www.reuters.com/article/domesticNews/idUSTRE53D31P20090414|title=GM recalls 1.5 million cars due to fire risk|access-date=2009-04-14|work=reuters.com | first=Soyoung | last=Kim | date=April 14, 2009}}</ref> 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.

==== {{anchor|L36NA}} L36 SII Naturally Aspirated ====
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[[Image:GM 3800 Series Naturally Aspirated.jpg|thumb|Another variation of the L36 engine in a 1995 [[Oldsmobile 88]]]]

* 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
* 1998–2005 [[Chevrolet Monte Carlo]] (Z34, LT, SS)
* 1995–2004 [[Holden Commodore]] ([[Holden VS Commodore|VS]], [[Holden VT Commodore|VT]], [[Holden VX Commodore|VX]], [[Holden VY Commodore|VY]])
* [[Holden Caprice]] ([[Holden VS Caprice|VS]], [[Holden WH Caprice|WH]], [[Holden WK Caprice|WK]])
* [[Holden Ute]] ([[Holden VX Commodore|VU]], [[Holden VY Commodore|VY]])
* 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]]
{{hidden end}}[[Image:Ecotec V6 of a 1997-2000 Holden VT Commodore 02.jpg|thumb|A variation of the L36 engine in a 1998 [[Holden VT Commodore]]]]

==== L67 SII Supercharged ====
[[Image:Regal l67.jpg|thumb|A 3800 Series II L67 Supercharged V6 engine in a 1998 [[Buick Regal]] GS.]]
The '''L67''' is the supercharged version of the 3800 Series II [[#L36|L36]] and appeared in 1996, one year after the naturally aspirated version. It uses the Eaton Generation III M90 supercharger with a {{cvt|3.8|in}} pulley, a larger throttle body, different fuel injectors, different cylinder heads, and a different lower intake manifold. The L67 and L36 do not share pistons. L67 pistons are heavier and have a different height to lower compression. 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 {{cvt|240|hp|0}} and {{cvt|280|lbft|Nm|0}} 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.

{{hidden begin
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* 1996 [[Buick Park Avenue#First generation (1991–1996)|Buick Park Avenue]] Ultra (C-body)
* 1997–2005 [[Buick Park Avenue#Second generation (1997–2005)|Buick Park Avenue]] Ultra (G-body)
* 1997.5–2004 [[Buick Regal#Fourth generation (1997)|Buick Regal]] GS / GSE / GSX (SLP)
* 1996–1999 [[Buick Riviera#Eighth generation (1995–1999)|Buick Riviera]] (optional 1996-97, std. 1998-99)
* 2004–2005 [[Chevrolet Impala#Eighth generation (2000–2005)|Chevrolet Impala]] SS
* 2004–2005 [[Chevrolet Monte Carlo#Sixth generation (2000–2007)|Chevrolet Monte Carlo]] SS Supercharged
* 1996–1999 [[Oldsmobile 88#Tenth generation (1992–1999)|Oldsmobile Eighty-Eight]] LSS (limited)
* 1996–1999 [[Pontiac Bonneville#Ninth generation (1992–1999)|Pontiac Bonneville]] SSEi (H-body)
* 2000–2003 [[Pontiac Bonneville#Tenth generation (2000–2005)|Pontiac Bonneville]] SSEi (G-body)
* 1997–2003 [[Pontiac Grand Prix#1997|Pontiac Grand Prix]] GTP / GTX (SLP)
* 1996–2004 [[Holden Commodore VS]] (series II), [[Holden Commodore VT|VT]], [[Holden Commodore VX|VX]], [[Holden Commodore VY|VY]]
* 1996–2004 [[Holden Caprice]] and Statesman [[Holden Caprice#VS|VS]] (Series I, II, and III), [[Holden Caprice#WH|WH]], [[Holden Caprice#WK|WK]]
* 2001–2004 [[Holden Monaro#Third generation (2001–2006)|Holden Monaro]] (V2) CV6
{{hidden end}}

=== Series III ===
The ''Series III'' engines include many changes. The upper and lower [[intake manifold]] is now aluminum on the naturally aspirated models. Intake ports are mildy enlarged; {{cvt|1.83|in|1}} intake valves (instead of {{cvt|1.8|in|1}} as on Series II) and {{cvt|1.52|in|1}} exhaust valves were introduced in 2003 engines, just before switching to Series III. [[Electronic throttle control]] is added to all versions, as is returnless [[fuel injection]]. 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.

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, and 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, powdered connecting rods, as well as larger intake valves, drive by wire throttle body and electronics.

==== L26 SIII Naturally Aspirated ====
[[Image:3800SeriesIII 02.jpg|thumb|L26 engine in a [[Pontiac Grand Prix]]]]
The ''L26'' is the ''Series III'' version of the 3800. It is still a {{cvt|231|cuin|L|1|order=flip}} design. Compression remains at 9.4:1 as with the L36, but the aluminum upper and lower 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, 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.

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|titlestyle = background:#88FF88; text-align:left;
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* 2004–2008 [[Pontiac Grand Prix#2004|Pontiac Grand Prix]]
* 2005–2009 [[Buick LaCrosse#First generation (2005)|Buick LaCrosse/Allure]]
* 2006–2008 [[Buick Lucerne]]
{{hidden end}}

==== L32 SIII Supercharged ====
The ''L32'' is a [[supercharged]] ''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 {{cvt|260|hp|kW|0}} 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 lower power output. The use of below 87 octane fuel can cause detonation that eventually leads to engine damage and failure.

{{hidden begin
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* 2004–2005 [[Pontiac Grand Prix#2004|Pontiac Grand Prix]] GTP
* 2006–2007 [[Pontiac Grand Prix#2004|Pontiac Grand Prix]] GT
{{hidden end}}

== Special Editions ==
{|
| [[File:BuickV6-Indy Racing.jpg|thumb|250px|Buick 3300 Indy CART / USAC turbo V6]]
| [[File:BuickV6-DOHC.jpg|thumb|250px|1985 Buick Wildcat 24-valve V6]]
| [[File:BuickV6-Indy Pace.jpg|thumb|150px|1983 Buick Indy 500 Pace Car twin turbo V6]]
|}
 

==References==
{{Reflist|30em}}

==External links==
{{commons cat}}
*[http://www.trishield.com/History/v6engine.shtml Brief early history of the engine]
*[http://www.autos.ca/motoring-memories/motoring-memories-general-motors-3800-v-6-engine/ 3800 history page at CanadianDriver.com]

{{GM late engine timeline}}
{{DEFAULTSORT:Buick V6 Engine}}
[[Category:Buick engines]]
[[Category:Jeep engines|Dauntless]]
[[Category:V6 engines]]