2007 GM 3.8L V6 SC (L32)
3.8L Series III V6 SC (L32) CAR ENGINE
2007 Model Year Summary
· Improved Emissions Performance
· Improved Water Pump
· Lead-Free Camshaft Bearings
Improved Emissions Performance
The 3.8L Series III V6 Supercharged now meets BIN5/LEV-2 tailpipe emissions mandates in all applications. To achieve this standard, the mix of precious metals in the catalytic converter has been reformulated. Metals such as platinum, palladium and rhodium in the converter’s catalytic substrate create the chemical reaction that turns the majority of exhaust emissions into oxygen and water vapor.
Improved Water Pump
The water pump features a more durable seal and improved metal carrier gasket, as well as a drip cavity under the shaft seal. The cavity contains an occasional droplet of coolant that passes through the seal, by design, and allows the drops to evaporate without dripping on the engine or surface below.
Lead-Free Camshaft Bearings
The 3.8L’s cam bearings are manufactured without lead. The new bearings use an alloy with higher tin content. The change is part of GM Powertrain’s ongoing effort to eliminate components that contain potentially toxic materials. All bearings in the 3.8L Series III are now lead free.
Overview
The 3.8L V6 Supercharged, ( formerly known as the “3800” ) starts on a solid, highly successful foundation. The normally aspirated 3.8L V6 has been built in upwards of 25 million units, for front- and rear-wheel drive applications. The 3800 made regular appearances on Ward’s 10 Best Engines list, as well as several ``Best Engines of the Century’’ lists compiled at the turn of the millennium.
The 3800 Series II was first supercharged for the Buick Park Avenue Ultra. It delivered output and performance comparable to its V8 contemporaries, with the efficiency of a V6. The durable, highly refined design of the standard 3800 allowed most major engine components, including block, crankshaft and cylinder heads, to be used for the supercharged variant without modification.
The 3.8L Series III SC was introduced in 2004 for the Pontiac Grand Prix GTP. The Series III SC is equipped with a sophisticated Eaton Gen V supercharger displacing 90 cubic inches. With advanced electronic control, the Gen V is extremely efficient,
compared to its predecessor, it requires 9 percent fewer rpm to deliver same air flow and 13 percent less crank power to spin. A Teflon-like APC coating allows tighter tolerances with the housing, resulting in minimal leakage around the compressor. This allowed GM Powertrain engineers to tune the Series III SC for operation on regular octane gasoline. With a larger inlet port and less restrictive outlet port, the Gen V supercharger improves airflow and increases volumetric efficiency 7 percent.
When the 3.8L Series III was launched, virtually every engine system and component had been examined and improved to increase quality, performance and flexibility, and to reduce noise, vibration and harshness and cost of ownership. The Series III delivered new-tech features such as electronic throttle control and an advanced engine controller. The engine controller clock speed and memory doubled, allowing more integration of powertrain and vehicle systems, such as electronic traction control and heating, ventilation and air conditioning (HVAC) operation, and more sophisticated engine diagnostics. A “returnless” fuel injection system eliminated fuel return lines between the engine and the gasoline tank, essentially eliminating heat transfer from the engine to the tank and reducing the amount of vapor emissions substantially.
In the Series III SC, materials have been upgraded for strength and vibration control. Hot-forged powdered metal connecting rods replaced conventional cast iron, delivering greater anticipated life and less flex. A unique dampolator crankshaft balancer delivers the benefits of both a damper (at higher engine speeds) and isolator (at lower engine speeds), reducing crank flex and overall engine vibration. Engineers added braces to increase the robustness of the connection between the engine and the transaxle—one across the front and another across the rear. Each works to make the individual engine and transmission assemblies a single structural unit. A structural cast-aluminum oil-pan further stiffens the powertrain, with advanced RTV gaskets, limits vibration.
Good specific output, impressive low-end response and gobs of acceleration producing torque, V6 efficiency, durability and low maintenance. The 3.8L V6 SC’s success in the marketplace isn’t difficult to grasp.