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3800 Series III

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Since: Feb 16, 2004
Posts: 147

(Msg. 1) Posted: Sat Feb 07, 2004 6:26 am
Post subject: 3800 Series III
Archived from groups: alt>autos>gm (more info?)

Heres an artical I found sometime ago that I thought was really good. I=20
forget where I got it from so I cant give credit but here it is.




3800 Series III Supercharged 3.8L V-6 (L32)

2004 Model Year Summary

=B7=09New RPO for Pontiac Grand Prix
=B7=09Eaton Gen V Supercharger
=B7=09Returnless Fuel Injection =20
=B7=09Electronic Throttle Control=20
=B7=09Dampolator Vibration Balancer
=B7=09Powdered Metal Connecting Rods=20
=B7=09Ultra-Fast Oxygen Sensors=20
=B7=09PO5 Powertrain Control Module (PCM) =20
=B7=09Single Close-Coupled Catalytic Converter
=B7=09Improved Sealing =20
=B7=09Improved Accessory Belt
=B7=09Improved Starter
=B7=095W-30 Engine Oil


With the launch of Regular Production Options L26 and L32 in the 2004=20
Pontiac Grand Prix, the acclaimed 3800 Series II 3.8L V-6 becomes the=20
3800 Series III. Objectives for the Series III were driven by the=20
customer, and straightforward: Improve quality, performance and=20
flexibility; reduce and noise, vibration and harshness as well as cost=20
of ownership; and deliver contemporary, high-tech features such as=20
Electronic Throttle Control.

Each has been achieved. Moreover, these objectives were achieved without=20
reducing fuel economy or increasing unit cost, while preparing the 3800=20
Series III for a near-zero emissions standard mandated for 2005. Bottom=20
line: The Series III enhances what was already one of GM=92s highest-rated=
engines in both brand value and customer satisfaction.=20

The 3800 Series II SC is fitted with the most-sophisticated=20
supercharging technology available: the segment-exclusive Eaton Gen V=20
supercharger. So equipped, the 3800 Series II gives the 2004 Grand Prix=20
class-leading output and acceleration, with the overall =93drivability=94 o=
flexibility that sport sedan and coupe buyers expect over a broad rpm=20

The 90-cubic inch Gen V supercharger is very compact. Its housing=20
includes the throttle-body adaptor, crankcase ventilation plumbing,=20
coolant passages, the evaporative emissions purge valve and the rotor=20
drive mechanism. The drive mechanism is sealed and permanently=20
lubricated, obviating the need for oil connections and eliminating a=20
potential source of leaks. Moreover, the Gen V features all-cast=20
components and a larger, low-restriction outlet port. The tuned inlet=20
port is also less restrictive, compared to previous-generation=20
superchargers, allowing a larger (75 millimeter) throttle body. As a=20
result, more air is pumped by the supercharger through the Series III=92s=
induction system. The Gen V=92s rotor is finished with Abraidbable Powder=
Coating (APC) rather than epoxy. APC is a patented material containing=20
graphite that is electrostatically applied to the rotor and baked on. As=20
a result, the rotor requires less clearance within the supercharger=20
housing, resulting in less leakage around its edges, greater airflow at=20
a given operating speed and lower operating temperature. The Gen V=92s=20
rotor bearings have been enlarged to increase durability and reduce=20
operating noise and vibration.

As a result, the Gen V operates at considerably higher efficiency than=20
its predecessors. At wide open throttle, the Gen V turns at 700 fewer=20
rpm (a 9 percent reduction), draws 13 percent less power from the=20
crankshaft, decreases operating temperature 15 percent and increases=20
volumetric efficiency 9 percent. For the customer, that means a 9=20
percent increase in horsepower (see product specifications), and best-
in-class acceleration times for the Grand Prix. Moreover, the 3800=20
Series III SC does not require premium fuel, and even with regular it=20
produces as much power as the Series II. A Grand Prix owner might use=20
regular for workweek commuting, then fill with premium for more=20
spirited, enthusiast-style driving on the weekend.=20

The 3800 Series III is equipped with a =93returnless=94 fuel injection=20
system that eliminates fuel return lines between the engine and the=20
gasoline tank.

Also known as a demand system, this new sequential fuel injection uses=20
Bosch EV-6 injectors. Previous 3800s used a return line to manage fuel=20
pressure by bleeding off excess fuel at the engine-mounted fuel rail and=20
returning the excess to the tank. The new system eliminates the return=20
lines and moves the fuel pressure regulator from the fuel rail on the=20
engine to the fuel tank. The fuel rail incorporates full-length pressure=20
pulse dampeners that reduce fuel injector induced pulsations, which in=20
turn improves fuel-flow distribution and reduces noise.

Because it delivers only the amount of fuel need by the injectors, and=20
returns no fuel to the gas tank, the returnless system essentially=20
eliminates heat transfer from the engine to tank. This reduces the=20
amount of vapor generated in the tank, and captured by the Onboard=20
Refueling Vapor Recovery (ORVR) system.=20

The 3800 Series III SC features electronic =93drive-by-wire=94 throttle=20
control. With ETC, there is no mechanical link between the accelerator=20
pedal and the throttle. A potentiometer at the gas pedal measures pedal=20
angle and sends a signal to the Throttle Actuator Controller (TAC)=20
module, which is integrated in the throttle body and passes the signal=20
to the Powertrain Control Module (PCM). The PCM then directs an electric=20
motor to open the throttle at the appropriate rate. ETC delivers a=20
number of benefits to the customer. It uses several data sources,=20
including the transmission's shift patterns and traction at the drive=20
wheels, in determining how far to open the throttle. ETC delivers=20
outstanding throttle response and greater reliability than a mechanical=20
throttle. Cruise control functions are integrated into the throttle=20
control, reducing the number of engine parts and simplifying assembly.

Further, ETC has been specifically tuned on the Series III to match the=20
sporting character of the Grand Prix. It is programmed with 19 separate=20
throttle maps, or curves, tailored to deliver engine response according=20
to the driving situation. At lower speed the curves are more=20
progressive, for more subdued engine response. During parking lot=20
maneuvers, for example, a given application of the gas pedal will=20
deliver less engine power. At medium to high speeds, the throttle curves=20
are steeper for more aggressive engine response.

Multiple throttle curves mean more immediate-and appropriate-engine=20
response over the full range of driving situations. The benefits are=20
most obvious over 20 mph, where the Series III=92s ETC delivers power in a=
much more linear fashion than a mechanical linkage, with immediate=20
response and virtually no peaks or valleys.

The 3800 Series III features a Dampolator that combines the best=20
features of different devices designed to reduce torsional vibration in=20
the crankshaft.

Because of their cylinder configuration, 90-degree V-6 engines can=20
create torsional vibration in the crank-essentially flexing along the=20
length of the crankshaft-at certain engine speeds. Engineers have=20
developed various means of either damping or counteracting this flex.=20
One solution is a standard damper, or a mass (usually a pulley-like=20
disc) fitted to the front end of the crank with a thin rubber spring.=20
Dampers are effective controlling crank vibration at higher engine=20
speeds, typically above 4500 rpm. Another option is an isolator, which=20
uses a thick rubber spring on a tuned pulley to prevent low-speed crank=20
vibration from passing through the accessory drive belt to components=20
such as the water pump or air conditioning compressor. An isolator is=20
effective only at low engine speeds.=20

The Series III Dampolator delivers the benefits of both a damper and=20
isolator. This computer-tuned crank balancer consists of two separate=20
discs with two rubber springs of different thickness. It is effective at=20
both ends of the rpm range and as a result, reduces vibration and=20
harshness regardless of engine speed.=20

The 3800 Series III has new hot-forged powdered metal connecting rods.=20
Powdered metal is more durable and reliable than conventional cast iron,=20
delivering greater anticipated life. As importantly, the powdered metal=20
rods are stiffer than the cast iron parts they replace. That increases=20
the resonant frequency of the rod and translates to lower vibration=20
amplitude, meaning an overall increase in engine smoothness.
The 3800 Series III is equipped with oxygen sensors with increased=20
heating capacity. The front sensor is rated at 8.5 watts and the rear at=20
7.5 watts, compared to 6 watts in the 2003 3800 Series II, allowing the=20
sensors to achieve their most efficient operating temperature more=20
quickly. The new sensors are also pulse-width modulated, allowing the=20
PCM to manage them at variable heating rates, rather than with a basic=20
on-off switch. =20

The oxygen sensors are located where the exhaust manifold runners meet,=20
before the catalytic converter in the engine's exhaust stream, and after=20
the catalytic converter in the exhaust pipe. In effect, they measure=20
emission levels going into the catalytic converter and emission levels=20
coming out. Using readings from both sensors, the PCM manages various=20
engine operations in a fashion that minimizes exhaust emissions. The new=20
ultra-fast sensors allows the exhaust system to achieve this =93closed=20
loop=94 operation in matter of seconds, effectively monitoring oxygen=20
levels before and after the catalytic converter for maximum emissions=20

The new P05 PCM provides state-of-the-art electronic engine management=20
in the 3800 Series III. The PO5 has 50 percent more random access memory=20
(RAM) than the previous-generation P04, twice as much read only memory=20
(ROM) and a 60-percent increase in clock speed (approximately 25 Mhz).=20
It allows more integration of powertrain and vehicle systems, such as=20
electronic traction control and heating, ventilation and air=20
conditioning (HVAC) operation and it provides more sophisticated=20
diagnostics, particularly for the Onboard Refueling Vapor Recovery=20
(ORVR) system. Moreover, it takes full advantage of new features such as=20
the ultra-fast oxygen sensors and Electronic Throttle Control.

The 3800 Series III features a more efficient dual-brick, close-coupled=20
catalytic converter. This 1.3L converter is mounted near the engine=20
rather than under the vehicle floor, and it requires a flex-coil=20
crossover to join the downpipe on the front exhaust manifold with the=20
rear exhaust manifold.

The new design has several advantages. Because the exhaust ports and=20
exhaust manifolds heat more rapidly than any part of an engine, moving=20
the catalytic converter closer to the manifold in turn allows the=20
catalyst to heat more quickly. So positioned, the catalytic converter=20
achieves light-off-the temperature at which exhaust emissions are most=20
efficiently oxidized-more quickly. This considerably lowers emissions=20
during cold starts-a brief period when an engine operates at its highest=20
emissions level, and a critical phase in government certification tests.=20
Additionally, control enhancements mean the Series III catalyst requires=20
less precious metal. A combination of metals such as platinum, palladium=20
and rhodium in the catalytic substrate create the chemical reaction that=20
turns exhaust emissions into oxygen and water vapor. These refinements=20
reduce the overall cost of the converter.

The air conditioning compressor bolts directly to the 3800 Series III=92s=
engine block, without struts or braces. This direct mounting=20
considerably reduces vibration at the compressor and contributes to the=20
overall reduction in noise, vibration and harshness.

The 3800 Series III development team applied the latest sealing=20
technology whenever possible. Improvements start with the rocker cover=20
and oil pan gaskets, which are manufactured from an enhanced Elastomer=20
material. The new gaskets provide better bead sealing and are more=20
resistant to oil seepage for the life of the engine. Finally, the rocker=20
cover gaskets are designed to enhance the structural rigidity of the=20
covers, thereby reducing overall engine vibration. =20

Other gaskets were optimized with the same attention to detail. The=20
lower intake gaskets are manufactured from a new HNBR material, which is=20
more resistant than the previous silicone material to long-term=20
deterioration with exposure to engine coolant. These gaskets now have=20
compression limiters that maintain appropriate gasket compression for=20
the life of the engine.

The accessory drive belt accommodates the new direct-mount AC=20
compressor. Supplied by Conti Tech, the belt is validated to the same=20
durability standard as that on the 2003 3800 Series II, but it was=20
specifically developed for quieter operation, further reducing=20
operational noise and harshness. The belt is manufactured of a new=20
=93EPDM=92=92 rubber compound which resists hardening and cracking that=20
normally occurs with ozone exposure, extending the belt=92s anticipated=20
life well beyond 10 years.

The 3800 Series III uses a new starter introduced in conjunction with=20
the switch to 5W-30 engine oil (below). This starter is validated to the=20
same durability and performance standards as those used on previous 3800=20
V-6 engines, and it weighs 2.5 pounds less, trimming an equal amount=20
from overall engine mass.

The recommended lubricant for the 3800 Series III is 5W-30 oil, compared=20
to 10W-30 in previous 3800s. With the lighter oil, the maximum change=20
interval does not change. GM=92s industry-leading Oil Life Monitor still=20
calculates oil life based on a number of variables, including engine=20
speed, operating temperature, load or rpm variance and period of=20
operation at any given load and temperature, and then recommends a=20
change when it=92s actually needed, rather than by some pre-determined=20
interval. The owner=92s manual in cars equipped with the 3800 Series III=20
will continue to recommend an oil change at least once a year.

The change in lubricant was driven by efficiencies in the engine and=20
near-universal availability of the new GF-3 standard engine oil.
GF-3 uses a new refining process, and it contains a friction modifier,=20
meaning that that at a given weight or viscosity, it's more resistant to=20
breakdown with heat. The 5W-30 engine oil is more efficient in cold=20
ambient temperatures. It creates less friction or fluid resistance when=20
the engine is cold, requiring less cranking power and reducing fuel=20
consumption during cold starts. The 5W-30 oil also reaches its most=20
efficient operating temperature more quickly that 10W-30.

GM=92s 3800 V-6 is to V-6 engines as the original Chevrolet small block it=
to the V-8. Based on numbers produced and its enduring value and=20
functionality, the 3800 is the most significant V-6 ever designed. It=20
remains the benchmark for pushrod-actuated, overhead-valve V-6 engines.=20
The new Series III enhances the 3800=92s reputation as a competitive,=20
contemporary engine, with output, efficiency and emissions levels that=20
meet or beat overhead cam engines, and superior low-end response.=20

The basic 3800 architecture dates to 1962, when the first version was=20
introduced in a Buick. Since then more 25 million 3800s have been built,=20
and it=92s configuration and technology have constantly evolved. It=20
consistently rates highest for customer satisfaction among GM engines,=20
as determined by J.D. Power, and it has frequently been rated a Best Buy=20
by Consumer Reports. Both the enthusiast and business press have raved=20
about the 3800. It has been selected as one Ward=92s Auto World=92s =93Ten=
Best Engine in the World=94 three times in the last five years, and for=20
several lists of the best engines of the century published in 2000. The=20
3800 assembly plant in Flint, Mich., has been rated one of the most=20
efficient and up-to-date engine plants in the world.

The 3800 Series II V-6 was first supercharged for the 1992 Buick Park=20
Avenue Ultra. The result was output and performance comparable to=20
competitive V8s, with the efficiency of a V-6. The durable, highly=20
refined design of the standard 3800 allowed most major engine=20
components, including block, crankshaft and cylinder heads, to be used=20
for the supercharged variant without modification. The 3800 SC=92s=20
acceptance by customers has meant steadily increasing application in=20
more vehicles.

With launch of the new 3800 Series III, this 90-degree V-6 improves in=20
nearly every respect and adds contemporary, customer-driven technology=20
such as Electronic Throttle Control. Yet its basic strength hasn=92t=20
changed. GM=92s 3800 is the most successful V-6 ever because drivers care=
more about quality, value and real-world performance than the specific=20
technologies that produce those traits.=20

 >> Stay informed about: 3800 Series III 
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Since: Dec 26, 2003
Posts: 82

(Msg. 2) Posted: Sat Feb 07, 2004 6:26 am
Post subject: Re: 3800 Series III [Login to view extended thread Info.]
Archived from groups: per prev. post (more info?)

On Sat, 07 Feb 2004 00:26:37 GMT, Bon·ne·ville wrote:

 >Heres an artical I found sometime ago that I thought was really good. I
 >forget where I got it from so I cant give credit but here it is.


Wow! Great article! I've saved it to disk for the future.

Many thanks for posting that!


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