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===L32===
===L32===
The power rating of the 3.4 L L32 used in the Camaro and Firebird was 160 hp @ 4,600 rpm and 200 ft. lbs torque @ 3600 rpm.
The power rating of the 3.4 L ''L32'' used in the Camaro and Firebird was 160 hp @ 4,600 rpm and 200 ft. lbs torque @ 3600 rpm.


Applications:
Applications:

Revision as of 03:47, 17 November 2006

GM 60° V6 engine
LA1 3400 engine in a 2005 Pontiac Grand Am
Overview
ManufacturerGeneral Motors
Production1980–
Body and chassis
Class60° OHV V6
Chronology
SuccessorGM High Value engine

The General Motors 60° V6 family of engines began with the 1980 Chevrolet 2.8 L V6 and continues to be produced today (if you don't count a larger block casting with larger bore center and new cylinder heads). Its use in the X-body cars leads some to refer to it as the X engine.

It is a 60° vee block with pushrod heads, except for a single DOHC member, the LQ1. This engine family continues with the new GM High Value engine.

Generation I

The first generation of GM 60° V6 engines featured an iron block and heads with inline valves. This generation started in 1980 and versions were produced through 1996. Two different blocks were developed:

Transverse

The transverse engines began the 60° family in 1980. Like the rest of the generation I engines, they were updated in 1985 with larger main journals for durability and MPFI and OBD I. Generation I of the transverse engines ended in 1987.

The following vehicles used 2.8 L versions of this engine for which the RPO code is unknown:

LE2

The 2.8 L LE2 was the first version of the 60° motor. It was a transverse version produced from 1980 through 1986 for the X-body cars. The standard ("X-code") engine for this line, it used a 2-barrel carburetor. Output was 115 hp (86 kW) and 135 ft·lbf (183 N·m). Bore was 89 mm and stroke was 76 mm.

Applications:

LH7

Introduced in 1981, the 2.8 L LH7 was a High Output ("Z-code") version of the LE2 for the higher-performance X cars like the Chevrolet X-11. It still used a 2-barrel carburetor and produced 135 hp (100 kW) and 145 ft·lbf (197 N·m). The LH7 was replaced after 1984 with the MFI L44.

Applications:

L44

The L44 was produced from 1985 to 1988. It used MFI and was a High Output engine for the Pontiac Fiero. This engine created 140 hp @ 5000 rpm and 170 lb-ft of torque @ 3600 rpm. It also uses the same camshaft as the 3.4L v6 that was installed in the 94 camaro. The heads on this engine also have slightly larger ports as well as larger valves than all other 2.8L engines. These heads were used on the larger 3.4L v6's that came in the rear-drive 94-96 Camaros and Firebirds.

LB6

The LB6 was produced from 1985 to 1990. It used electronic fuel injection and was a High Output transverse version.

Applications:

Longitudinal

The longitudinal versions were quite different from the transverse engines on which they were based. This group appeared in 1982 with the LC1 and LR2 and never added the aluminum heads of the Generation II motors.

Like the rest of the family, larger journals appeared in 1985, along with MPFI for the F-body LB8 version. TBI was added for the truck version in 1986.

A 3.1 L version was added in 1990 with an 8 mm longer stroke, and a 3.4 L appeared for 1993 with a 92 mm bore and SFI. Production of the 2.8 L and 3.1 L (Isuzu) engines ended in 1994. Production ended for all longitudinal 60° V6es in 1996, though GM's performance parts division continued production of a related crate engine after 1999.

LC1

The longitudinal LC1 was produced from 1982 to 1984. It is a 2-barrel High Output version for the F-body cars. Output was 102 hp (76 kW) and 145 ft·lbf (197 N·m). It was replaced by the LB8 for 1985.

Applications:

LR2

The longitudinal LR2 was a truck version produced from 1982 to 1990. It used a 2-barrel carburetor and produced 115 hp (86 kW) and 150 ft·lbf (203 N·m).

Applications:

LL1

The longitudinal LL1 was a high-output version of the LC1 produced in 1983 and 1984. It was an optional ("L-code") engine on the Pontiac Firebird with 125 hp (93 kW).

Applications:

LB8

The LB8 replaced the LC1 in 1985 and was produced until 1989. It used multi-port fuel injection and was made for longitudinal mounting. Output was 135 hp (101 kW) and 165 ft·lbf (224 N·m).

Applications:

LL2

The LL2 was produced from 1982 to 1983. Another LL2 was produced from 1990 to 1993.

Generation II

The second generation, introduced in 1987 used aluminum heads with splayed valves, and an aluminum front cover. It was produced exclusively for transverse, front wheel drive use.

A special 3.1 L turbocharged version (designed by McLaren) was used in the 1989-1990 Pontiac Turbo Grand Prix. It produced 205 hp (153 kW) and 225 ft·lbf (305 N·m).

The next year, Chevrolet introduced a full-production long-stroke 3.1 L (3136 cc) version, thanks to an 89 mm bore and 84 mm stroke. MPFI was added, and a full-production turbo version was available. It was used in many compact and mid-size GM models and spawned numerous variants, including the DOHC 3.4 L LQ1 and, eventually, the new GM High Value engine family. Production of Generation II ended in 1995 after the introduction of Generation III in 1993.

The 3.1 L 60° V6 was used in the following vehicles:

LG6

The LG6 was the first 3.1 L version, produced from 1987 to 1996. It used throttle-body fuel injection.

LH0

The LH0 was next in 1988 with more exotic and expensive (for the time) multi-port fuel injection. While not known for its high RPM power, the LH0 has strong low- and mid-range torque. That, combined with its reliability, gave the 3.1 an excellent reputation. It was produced until 1996 and was exported in some models.

LG5

The LG5 was a special 3.1 L turbocharged engine produced with McLaren for just two years, 1989 and 1990. It featured the same multi-port fuel injection intake manifolds and throttle body as the LH0, but cranked out 205 hp (153 kW) at 5200 rpm and 225 ft·lbf (305 N·m) of torque at 2100 rpm.

Applications:

Apporximatly 3700 being produced each year. This engine also included a block with more nickel content, and hardened internals.

Generation III

The third generation of the 60° engine was introduced in the 1993 Oldsmobile Cutlass Supreme. It was still an iron block/aluminum head engine, but the head was redesigned for better air flow.

L82

The L82 was a high-output version of the MFI LH0, produced from 1994 through 1999. It featured a structural oil pan, a stiffer redesigned engine block, and sequential fuel injection. Output for this version was up 20 hp to 160 hp (up 15 kW to 118 kW) and 185 ft·lbf (250 N·m).

LG8

The LG8 3100 is a modern version of the 3.1, produced since model year 2000[citation needed]. It still has an iron block and 2-valve pushrod aluminum heads but now has full sequential port fuel injection. The LG8 also features a new intake manifold and numerous changes to improve parts sharing with the offshoot GM High Value engine family. Emissions were improved with air injection for LEV status. Power is 170 hp-175 hp (127 kW to 131 kW) and torque is 190 ft·lbf–195 ft·lbf (258 N·m to 264 N·m). The LG8 is built in Ramos Arizpe, Mexico and Tonawanda, New York.

It is used in:

3.4

GM produced three 3.4L variants of the 60° block: The L32, A normal large-bore OHV descendant of the 3.1L (not to be confused with the 90° Series III L32 Supercharged), the LA1, and an odd DOHC version, the LQ1.

L32

The power rating of the 3.4 L L32 used in the Camaro and Firebird was 160 hp @ 4,600 rpm and 200 ft. lbs torque @ 3600 rpm.

Applications:

LQ1

The LQ1 (also called the Twin Dual Cam) was a special DOHC version of the 3.1 L LH0 V6. It was built from 1991 to 1997. 1991-1993 it used tuned multiport fuel injection, made 200-210 hp @ 5,200 rpm and 215 ft. lbs torque @ 4000 rpm. 1994-1997 it used sequential fuel injection (SFI) making 215 hp @ 5,200 rpm and 225 ft. lbs torque @ 4,000 rpm. It has four large valves per cylinder. The 3.4 L uses a cogged belt to drive the four overhead camshafts. The gearbox options for the LQ1 were a 4 speed Hydra-Matic electronic shifting transmission and a 5 speed Getrag 284 manual transmission, unique to the LQ1. Adapting a pushrod block for overhead cams was difficult, and the 60° vee angle made this a very tall engine, but power output was impressive.

Bore was increased to 92 mm, but the 3.1 L engine's 84 mm stroke was retained. There are only a few interchangeable parts between this DOHC engine and other members of the 60° family, namely the connecting rods and crankshaft.

The heads and intake manifolds were redesigned for the 1996 model year, incorporating a larger throttle body and plenum area, slightly shorter intake runners, cloverleaf combustion chambers, and larger "pill"-shaped exhaust ports. Camshafts and cam timing were also revised for the new, higher RPM powerband.

Applications:

LA1

The LA1 3400 is a bored-out version of the LG8. It retains the OHV layout of the previous engine. It was first utilized on the 1996 U Platform minivans (listed below) and appeared in a car for the first time in the 1999 Pontiac Grand Am & Oldsmobile Alero. A 92 mm bore brings the displacement to 3.4 L (3350 cc). Like the LG8, the LA1 features numerous common parts with the similar GM High Value engine family. Power is up to 170 hp-185 hp (127 kW to 138 kW) and torque is 210 ft·lbf (? N·m).

It is used in the following:

China

Production of the 60° family began in China with the success of the Buick marque there. Importation of Chinese-built engines to the United States began in 2004 with the LNJ found in the Chevrolet Equinox.

LB8

The LB8 2500 is General Motors base V6 in China. It is a derivative of the LG8 with the same 89 mm bore and a shorter 66.7 mm stroke for 2.5 L (2490 cc). It is still an iron block with pushrods and an aluminum 2-valve head. Power is 145 hp (108 kW) and 155 ft·lbf (210 N·m). It is built by Shanghai GM in Shanghai, China.

This engine is used in:

LW9

The LW9 3500 is a larger version of the LB8 with an 80 mm stroke for 3.0 L (2986 cc). Power is 170 hp (127 kW) and torque is 185 ft·lbf (251 N·m).

It is used in the following:

LNJ

The 3.4 L LNJ is a modified version of the normal 3400 engine. It includes a modified intake manifold, oil pan, engine cover, and fuel system as well as electronic throttle control. It is built in Shanghai, China and imported to the United States for use in the Chevrolet Equinox and Pontiac Torrent.

See also

References

Road and Track Magazine, April 1989. (1989-1990 Turbo Grand Prix performance figures)

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