New for the L22/L32

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

2005 Model Year Summary

• Bending braces for powertrain
• Structural cast aluminum oil pan
• New oil pan sealing
• New front and rear crankshaft seals
• New intake manifold sealing gaskets
• New throttle body gasket material

FULL DESCRIPTIONS OF NEW OR CHANGED FEATURES

BENDING BRACES FOR POWERTRAIN

A stiff powertrain (engine and transmission combination) helps make a vehicle quiet and free from bothersome vibrations. By reducing primary and secondary vibrations, as well as ancillary resonance from accessories and their brackets, noise and vibrations are minimized. 

The 3800 Series III SC debuted as a quiet powertrain, but in the quest for an even greater feeling of quality and refinement, GM Powertrain engineers added braces to increase the robustness of the connection between the engine and the transaxle. Two braces are used, one on the front of the powertrain assembly, the other on the rear. Each brace works to make the individual engine and transmission assemblies a structural single unit.

STRUCTURAL CAST ALUMINUM OIL PAN

Another major step toward improved engine refinement comes from the added stiffness provided by a cast aluminum oil pan, which provides a structural member on which the engine mounts and powertrain bending braces attach. In place of the 2004 engine's stamped steel oil pan, a robust cast aluminum oil pan is now used. This strong yet lightweight pan adds stiffness to the engine, helping it resist twisting and bending, further improving the engine's feeling of quality.

OIL PAN SEAL

The new oil pan design also benefits from the use of an advanced RTV sealer with silicone to reduce the possibility of oil leaks.

FRONT AND REAR CRANKSHAFT SEALS

The forced-induction 3800 Series III utilizes new front and rear crankshaft seals made from the advanced polymer, polytetrafluoroethylene (PTFE). PTFE's excellent sealing capabilities, as well as its ability to withstand thermal cycles, makes it a superior material for gaskets.

INTAKE MANIFOLD AND THROTTLE BODY GASKETS

The Series III V-6 continues to improve because of detail-oriented changes. In 2004, the use of Hydrogenated Nitrile Butadiene Rubber (HNBR) for gaskets was introduced. The material is known for its physical strength and retention of properties after long-term exposure to heat, oil and chemicals. HNBR is now being used for the intake manifold gaskets. 

OVERVIEW

GM’s 3800 is to V-6 engines what the original Chevrolet small-block is to the V-8. The new Series III enhances the 3800’s reputation as a competitive and contemporary engine, with output, efficiency and emissions levels that meet or beat overhead-cam engines. And it does so with superior low-end response.

Since the first 3800 was introduced by Buick more than 25 million have been built, and it’s configurations and technology have continuously evolved. Both the enthusiast and business press have raved about the 3800; it has three times been selected as one Ward’s Auto World’s  “Ten Best Engines in the World,” as well as named being named to several lists in 2000 as one of the best engines of the 20^th century. 

The 3800 Series II V-6 was first supercharged for the Buick Park Avenue Ultra. The result was output and performance comparable to competitive V-8s, with the efficiency of a V-6. 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 3800 Series III, launched in 2004, was developed with several goals: improve quality, performance and flexibility; reduce noise, vibration and harshness, as well as cost of ownership; and deliver contemporary features such as electronic throttle control. Each goal has been achieved. Moreover, these objectives were achieved without reducing fuel economy or increasing unit cost.

The L32 is available in the Pontiac Grand Prix GTP.

The following represent key features of the 3800 Series III SC:

·         EATON GEN V SUPERCHARGER

The 3800 Series III SC is fitted with highly sophisticated, segment-exclusive Eaton Gen V supercharger. It provides the 2005 Grand Prix powerful acceleration, with power ratings of 260 hp (186 kw) and 280 lb. ft. of torque (380 Nm).

The 90-cubic inch Gen V supercharger is very efficient. While its exterior dimensions are slightly larger than the previous unit, it boasts:

·         Improved air flow through larger tuned inlet port and larger, less restrictive outlet port.  The net result is a 7 percent improved volumetric efficiency.

·         More efficienct supercharger, which requires 9 percent lower RPM to deliver same air flow and a 13 percent reduction in the power required to spin the supercharger.

·         New APC Teflon-like coating allows for tighter tolerances resulting in minimal leakage.  This changes allowed GM engineers to change the fuel requirement from “Premium Fuel required” to “Premium Fuel recommended.”

·         PO5 POWERTRAIN CONTROL MODULE (PCM)

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

·         ELECTRONIC THROTTLE CONTROL (ETC)

The 3800 Series III SC features electronic “drive-by-wire” throttle control. With ETC, there is no mechanical link between the accelerator pedal and the throttle. A potentiometer at the gas pedal measures pedal angle and sends a signal to the throttle actuator controller (TAC) module, which is integrated in the throttle body and passes the signal to the powertrain control module (PCM). The PCM then directs an electric motor to open the throttle at the appropriate rate. ETC delivers outstanding throttle response and greater reliability than a mechanical throttle. Cruise control functions are integrated into the throttle control, reducing the number of engine parts and simplifying assembly.

Grand Prix's ETC is programmed with 19 separate throttle maps, or curves, tailored to deliver engine response according to the driving situation. At lower speed the curves are more progressive, for more subdued engine response. During parking lot maneuvers, for example, a given application of the gas pedal will deliver less engine power. At medium to high speeds, the throttle curves are steeper for more aggressive engine response.

·         POWDERED METAL CONNECTING RODS

The 3800 Series III has new hot-forged powdered metal connecting rods. Powdered metal is more durable and reliable than conventional cast iron, delivering greater anticipated life. As importantly, the powdered metal rods are stiffer than the cast iron parts they replace.

·         RETURNLESS FUEL INJECTION

The 3800 Series III is equipped with a “returnless” fuel injection system that eliminates fuel return lines between the engine and the fuel tank. Because it delivers only the amount of fuel need by the injectors, and returns no fuel to the fuel tank, the returnless system eliminates heat transfer from the engine to tank. This reduces the amount of vapor generated in the tank, and captured by the Onboard Refueling Vapor Recovery (ORVR) system.

·         DAMPOLATOR VIBRATION BALANCER

Because of their cylinder configuration, 90-degree V-6 engines can create torsional vibration in the crank – essentially flexing along the length of the crankshaft – at certain engine speeds. The Series III Dampolator delivers the benefits of both a damper (at higher engine speeds) and isolator (at lower engine speeds). This computer-tuned crank balancer consists of two separate discs with two rubber springs of different thickness. It is effective at both ends of the rpm range and as a result, reduces vibration and harshness regardless of engine speed.

·         DIRECT-MOUNT AIR CONDITIONING COMPRESSOR

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

·         ULTRA-FAST OXYGEN SENSORS

Oxygen sensors are located where the exhaust manifold runners meet, before and after the catalytic converter. They measure oxygen levels going into and out of the catalytic converter. Using readings from both sensors, the PCM manages various engine operations in a fashion that minimizes exhaust emissions. The new ultra-fast sensors allow the exhaust system to achieve this “closed loop” operation in matter of seconds, effectively monitoring oxygen levels before and after the catalytic converter for maximum emissions reduction.

·         SINGLE CLOSE-COUPLED CATALYTIC CONVERTER

The 3800 Series III features a more efficient dual-brick, close-coupled catalytic converter that is mounted closer to the engine that on Series II engines.  So positioned, the catalytic converter achieves light-off—the temperature at which exhaust emissions are most efficiently oxidized—more quickly. This considerably lowers emissions during cold starts. 

New for 2005 in the L36

3800 Series II 3.8L V-6 (L36/L67)

2005 Model Year Summary

• New front and rear crankshaft seals
• New oil pan sealing
• New intake manifold sealing gaskets
• New throttle body gasket material
• New shrouded-tip Motec-2 fuel injectors
• New fuel rail assembly to accommodate above injectors

FULL DESCRIPTIONS OF NEW OR CHANGED FEATURES

FRONT AND REAR CRANKSHAFT SEALS

The 3800 Series II has new front and rear crankshaft seals made from the advanced polymer, polytetrafluoroethylene (PTFE).  PTFE's excellent sealing capabilities, as well as its ability to withstand thermal cycles, makes it a superior material for gaskets.

OIL PAN SEAL

To enhance the engine’s solid long-term reputation, the 3800 Series II now uses an advanced RTV sealer with silicone for improved sealing.

INTAKE MANIFOLD AND THROTTLE BODY GASKETS

The 3800 Series II V-6 continues to improve because of detail-oriented changes. In 2004, the use of Hydrogenated Nitrile Butadiene Rubber (HNBR) for gaskets was introduced. The material is known for its physical strength and retention of properties after long-term exposure to heat, oil and chemicals. Various amalgams of HNBR are now being used for the intake manifold and throttle body gaskets of the L36.

SHROUDED-TIP MOTEC-2 FUEL INJECTORS

Fuel quality, fuel system maintenance, environmental factors and vehicle age can all work together to clog fuel injectors. The new shrouded-tip injectors help stave off clogging by protecting the orifice of the fuel injector with a sleeve-like cover. The orifice is recessed within the shroud, making it much more difficult for byproducts of the combustion cycle to clog the injector opening.

OVERVIEW

The 3800 Series II V-6 continues the tradition of the most successful V-6 engine in automotive history. Since introduction of the first 3800, GM has built more than 25 million units, constantly improving both the technology and basic configuration. Measured by output, efficiency and emissions, the 3800 meets or beats overhead-cam engines and gives the customer superior low-end response.

The L36 was christened the “3800” with a major revision in 1988. Improvements included sequential fuel injection, low-friction pistons and digital exhaust gas recirculation. By model year 2000, the L36 had achieved Ultra Low Emissions Vehicle (ULEV) status in all front-drive application – the first engines to be certified to this stringent emissions standard. Continuous improvement remains the guiding principal. Virtually every engine system has been refined and updated with new technology.

Required maintenance has been continually reduced. The 3800 was one of the first automotive engines equipped with 100,000-mile spark plugs. Its GM Oil Life System remains the industry standard for determining when oil requires changing. The 3800 was also one of the first engines to use iridium spark plug technology, improving combustion efficiency for maximum fuel economy and minimum emissions over the plug’s useful life.

In 2003, law-enforcement vehicles with the 3800 Series II were certified for operation to 130 miles per hour.

The 3800 Series II has s appeared three times on Ward’s Auto World’s list of the 10 Best Engines in North America, and in 2000 it appeared on several lists of the best engines of the 20^th century. In short, it demonstrates the relevance of refined OHV technology for the new millennium, consistently earning some the highest customer satisfaction ratings in the industry.

The L36 is currently found under the hoods of Chevrolet Impala and Monte Carlo, Pontiac Bonneville, Buick LeSabre and Park Avenue.