. (Isuzu applications only) The 60° V6 engine family is a series of which were produced for both and applications. All of these engines are 12-valve cam-in-block or (OHV) engines, except for the; which uses 24-valves driven by (DOHC) instead. These engines vary in displacement between 2.5 and 3.4 liters and have a cast iron block and either cast iron or aluminum heads. Production of these engines began in 1980 and ended in 2005 in the U.S., with production continued in China until 2010. This engine family was the basis for the family.

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Some refer to these engines as X engines due to first usage in the cars. This engine is in no way related to the that was designed for commercial vehicle usage. Contents. Generation I The first generation of modern small GM 60° V6 engines featured an iron block and heads with inline valves. This 'clean sheet' design was introduced in 1980 and versions were produced through 1995. Two different blocks with minor differences were developed:. A family for.

A family for Transverse The 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, along with or E2SE carb and.

Production of the Generation I transverse engines ended in 1986. LE2 The 2.8 L LE2 was the first version of the 60° engine. It was a transverse version produced from 1980 through 1986 for the A-Body and X-body cars.

The standard ('X-code') engine for this line, it used a 2-barrel. Output was 115 hp (86 kW) for 1980 and '81 112 hp (84 kW) for 1982-86 and 135 lb⋅ft (183 N⋅m).

Bore was 89 mm (3.5 in) and stroke was 76 mm (3.0 in). Applications:.

1980–1985. 1986. 1986 &. 1980–1984.

1980–1984. 1980–1985. 1982–1986. 1982–1986. 1986-1987.

1980-2005Pontiac grand am LH7 Introduced in 1981, the 2.8 L LH7 was a High Output ('Z-code') version of the for the higher-performance X-cars like the and higher-performance A-cars like the Pontiac 6000 STE. It still used a 2-barrel and produced 135 hp (101 kW) and 165 lb⋅ft (224 N⋅m) for 1981 and 145 lb⋅ft (197 N⋅m) for 1982-1984 versions. The LH7 was replaced after 1984 with the. Applications:. 1982–1984 T-Type.

1982–1984 SX. 1982–1984 SJ. 1981–1984. 1984 (optional on first year Eurosport).

1983–1984. 1989–1991 L44. L44 in a 1988 Formula The L44 was produced from 1985 to 1988, replacing the LH7. It was the first transverse 2.8 L to utilize Multi-Port Fuel Injection, and was a High Output ('9-code') engine option for the higher performance A-cars, X-cars and the.

This engine produced 140 hp (104 kW) at 5200 rpm and 170 lb⋅ft (230 N⋅m) of torque at 3600 rpm. This engine's camshaft and cylinder heads were later reused in the 3.4L engine. Applications:. 1985–1988. 1985–1986 STE. 1985–1986 Eurosport. 1985 X-11 LB6 The LB6 engine was introduced in 1985 to replace the original LE2.

It used Multi-Port Fuel Injection and produced 130 horsepower. Applications:. 1985–1986. 1985–1986. 1985. 1985 (sedan).

1985-1986. 1985-1986. 1985–1986 LG6 The LG6 ('D-code') was produced from 1990 to 1996 in both transverse and longitudinal applications. It used and iron heads. It produced 120 hp (89 kW) and 170 lb⋅ft (230 N⋅m). Applications:.

1990–1995. 1990–1995. 1990–1995. 1991–1994. 1991–1992 Longitudinal The versions had minor differences from the transverse engines on which they were based. This group appeared in 1982 with the and and never added the aluminum heads of the engines. Like the rest of the family, larger journals appeared in 1985, along with for the version.

Was added for the truck version in 1986. A 3.1 L version was added in 1990 with an 8 mm (0.3 in) longer stroke, and a 3.4 L appeared for 1993 with a 92 mm (3.6 in) bore and. Production of the 2.8 L and 3.1 L engines ended in 1994.

Production ended for all longitudinal 60° V6s 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 was a 2-barrel High Output ('1-code') version for the cars. Output was 102 hp (76 kW) and 145 lb⋅ft (197 N⋅m).

It was replaced by the for 1985. Applications:. 1982–1984. 1982–1984 LR2 The longitudinal LR2 was a truck version ('B-code') produced from 1982 to 1990. It used a 2-barrel and produced 115 hp (86 kW) and 150 lb⋅ft (203 N⋅m). Applications:.

1982–1986 /. 1982–1986 /. 1984–1986. 1986 LL1 The longitudinal LL1 was a high-output version of the produced in 1983 and 1984. It was an optional ('L-code') engine on the Pontiac Firebird with 125 hp (93 kW). Applications:. 1983–1984 LB8 The LB8 ('S-code') replaced the in 1985 and was produced until 1989.

It used multi-port and was made for longitudinal mounting. Output was 135 hp (101 kW) and 165 lb⋅ft (224 N⋅m). Applications:. 1985–1989. 1985–1989 LL2 The carbureted LL2 ('R-code') was produced from 1982 to 1988. Another LL2 ('R-code') with was produced from 1986 to 1993. Output of the TBI version was 125 hp.

Applications:. 1986–1993 /. 1986–1993 /. 1989–1991 LH0 The LH0 as used in the RWD applications differed significantly from that used in FWD applications. The RWD still retains the generation 1 architecture block and heads. Output was 140 hp and 180 lbft. Application:.

1990–1992. 1990–1992 L32 The power rating of the 3.4 L L32 ('S-code') used in the Camaro and Firebird was 160 hp (119 kW) at 4,600 rpm and 200 lb⋅ft (271 N⋅m) torque at 3600 rpm. The used the Generation I architecture, with iron heads, and without splayed valves. Applications:.

1993–1994 (California models). 1993–1995.

1993–1994 (California models). 1993–1995 Generation II The second generation, still 2.8 liters, was introduced in 1987. It used aluminum heads with splayed valves and an aluminum front cover. It was produced exclusively for transverse, front-wheel drive use. The next year, Chevrolet introduced a full-production long-stroke 3.1 L (3136 cc, 191 CID) version in the Pontiac 6000 STE AWD, thanks to an 89 mm (3.5 in) bore and 84 mm (3.3 in) stroke compared to the 2.8 which shared the same bore, however with a 76mm/3.0' stroke. It was produced simultaneously with the 2.8 L in various compact & midsized vehicles until 1990 when the 2.8 L was dropped.

Was used on both, and a full-production turbo version was available on the 3.1 L. An even higher displacement 3.4 L was also developed and, eventually, the new family followed. Production of OHV Generation II engines ended in 1994 after the introduction of the in 1993. The 2.8 L 60° V6 was used in the following vehicles:. 1988–1989.

1987–1989. 1987–1989 Z24. 1987–1994 Mexican. 1987–1989.

1987–1989. 1988–1989. 1987–1989.

1987–1989. 1987–1989. 1988-1989. A 3.1L engine in a 1990 Chevrolet Beretta LH0 The LH0 ('T-code') was introduced in 1988 on the Pontiac 6000 STE AWD.

It featured a more exotic (for the time). While not known for its high rpm power, the LH0 has strong low- and mid-range torque. The 3.1 L engine has retained an excellent reputation for reliability with some going well over 100,000 mi (160,934 km). It was produced until 1994 (1996 for Mexican market) and was exported in some models.

This engine produced 135 hp (101 kW) and 180 lb⋅ft (244 N⋅m) of torque from 1988–1989, then upgraded to 140 hp (104 kW) at 4800 rpm and 185 lb⋅ft (251 N⋅m) of torque at 3600 rpm. Uses:.

1988–1991 (Introduced on AWD STE only in 1988-89, became available for other models in 1990 to replace the 2.8 V6). 1990. mid-1989–1993. mid-1989–mid-1993. mid-1989–1993. 1990–1993. 1990–1993.

1990–1994. 1990–1994. 1991–1994. 1990–1996 Chevrolet Cutlass (Mexico).

1990–1996 Chevrolet Century (Mexico) L64 The L64 ('W-code') was introduced in 1991 as flexible-fuel version of the 3.1 L. There were two versions: one that could run and one that could run. Uses:. 1991-1993 VFV. 1992-1993 E85 VFV LG5 The LG5 ('V-code') was a special 3.1 L engine produced with 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 lb⋅ft (305 N⋅m) of torque at 2100 rpm. Approximately 3,700 engines were produced each year. This engine had a block with more nickel content and hardened internals.

This engine is notable, along with other GM turbo engines of the era (such as that found in the Typhoon/Syclone), for the ease with which significant performance gains can be realized with relatively simple modifications. Applications:. 1989–1990 Turbo. 1990 Turbo STE LQ1. 3.4 L 60° V6 (LQ1) The LQ1 (also called the Twin Dual Cam or TDC) was a 3.4 L V6 motor ('X-code') based on the aluminum-headed second generation of GM's 60° engine line, sharing a similar block with its cousins, the 3.1 L and the then recently retired 2.8 L.

The motor was built only for front wheel drive applications, and was featured exclusively in the first generation of. It was built from 1991 to 1997. From 1991 to 1993, it used tuned, made 200-210 hp (150-160 kW) at 5200 rpm and 215 lb⋅ft (292 N⋅m) of torque at 4000 rpm. From 1994 to 1997, it used sequential port fuel injection, making 210 hp (157 kW) at 5200 rpm and 215 lb⋅ft (292 N⋅m) of torque at 4000 rpm. In 1996, the heads were redesigned for better flow as well as now making the engine an interference design and adapting the engine for federally mandated OBDII emissions.

Output for the 1996-1997 LQ1 is 215 hp (160 kW) and 220 lb⋅ft (298 N⋅m). It had four large valves per cylinder. The 3.4 L engine used a cogged belt to drive the four overhead camshafts and a chain to drive the intermediate shaft, which is mounted in the same slot where the camshaft would go in on any of the pushrod engines in the 60-degree family.

Adapting a block for the LQ1's overhead cams was difficult, and the 60° angle made this a very tall engine. The power output for this engine was impressive during its time; however, this engine has never been well liked by, as important maintenance such as and changes is very troublesome, especially on later models.

Spark plug changes for the three rear cylinders are thought by some to require removing the upper intake manifold when performed as directed by factory service manual, and timing belt changes have a labor rate of 5 hours as opposed to 2-3 for a typical belt-driven engine. In fact, cylinders 1, 3, and 5 spark plugs can be changed by removing the crosswise stabilizer bar from atop strut towers, and using proper socket extensions and a mirror. Timing belt procedure has been posted to You Tube with some labor-saving tips. Bore was increased to 92 mm (3.6 in), but the 3.1 L engine's 84 mm (3.3 in) 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 longer intake runners, cloverleaf combustion chambers, and larger 'pill'-shaped exhaust ports.

Camshafts and cam timing were also revised for the new, higher rpm powerband. Optional from 1991 to 1993 was a 5-speed manual, which was also exclusive to the and was available only with the LQ1; parts for the Getrag 284 are not available. The electronically controlled 4-speed automatic was the alternative, used during the entire production run with the exception of the 1997 Monte Carlo Z34 and 1997 Lumina LTZ, which received the 4T65-E. Interchange: 1991–1993 models were Multi-port injection, and had a single crank sensor for computer timing.

1994-1995 models used the same long block, but had different cam carriers and timing cover. 1996–1997 models used a modified version of the same short block and had different heads. 91-93 motors cannot be used in later models due to lack of sensors needed for the newer computer systems. Applications:. 1991–1994 Z34 and the Euro 3.4 sedan. 1991–1996. 1991–1996.

1995–1997 Z34. 1995–1996 LS Generation III The third generation of the 60° engine was introduced in the 1993. Like its predecessors it continued to utilized an configuration with 2 valves per cylinder, a, and an aluminum. However, the heads and intake manifold were redesigned for better air flow , the cylinder block was stiffened , and the of the generation I and II engines were replaced with. This generation also came standard with and. From the mid-1990s to 2003 these engines had failure prone intake manifold gaskets which could cause coolant leakage often leading to engine failure. In 2002 a technical service bulletin (#02-06-01-014) was issued to recommend RTV sealant applied during gasket replacement.

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Another TSB was issued to change the design of replacement gaskets intended to remedy deterioration of the / material of the original gasket citation needed. Tell-tale signs of such eventual related damage are a white foam that appears on the inside of the oil filler cap and the gradually increasing loss of antifreeze coolant (due to seepage into the intake passages which will lead to engine lock up failure in such cases). External seepage is also found near the valley edge of the lower intake manifold. These engines are also known for problematic EGR Valves in which carbon build-up occurs very rapidly, therefore reducing gas mileage drastically, however without affecting the reliability of the engine. 3.1L/3100 L82 The L82 ('M-code') was an updated, replacement for the, produced from 1993 through 1999. It featured a structural oil pan, a stiffer redesigned engine block, sequential and revised aluminum heads. Output for the L82 was up 20 hp (15 kW), over the previous Gen II LH0, to 160 hp (119 kW) at 5200 rpm and 185 lb⋅ft (251 N⋅m) at 4000 rpm.

Compression Ratio for the L82 was 9.5:1 and the bore measured 89 mm (3.5 in) while the stroke was 84 mm (3.3 in) giving it a displacement of 191 CID (3,136 cc). Applications:. 1994–1999. 1994–1996. 1994–1996. 1994–1996.

1995–1999. 1997–1999. 1993–1997 (1993 received both and L82 3.1 L motors). 1994–1996. 1997–1999. 1994–1999.

1994–1998. 1994–1998. 1994–1998. 1995–1999 LG8.

3.1 L 60° V6 (LG8) The LG8 ('J-code') was an updated version of the 3.1 L engine that displaced 3,136 cc (191 cu in). It was utilized starting model year 2000. It still had an iron block and 2-valve pushrod aluminum heads and full.

3400 V6 Performance Parts

The LG8 also featured a new and numerous changes to improve parts sharing with the larger displacement LA1 3400. Emissions were improved with and it earned status. The engine featured a 89.00 mm (3.504 in) bore and a 84.00 mm (3.307 in) stroke and a 9.6:1 compression ratio. It produced 170–175 hp (127–130 kW) and 190–195 lb⋅ft (258–264 N⋅m). The LG8 was built in, and.

Applications:. 2000–2003.

2000–2005. 1999–2003.

2000–2001 (Fleet sales only in 2000 and 2001) 3.4/3400 LA1 The LA1 or 3400 ('E-code') was a larger bore version of the (note that a L82 can not be bored out to match the 3.4). It was first utilized on the 1996. It displaces 3,350 cc (204 cu in) and has 92.00 mm (3.622 in) bore and an 84.00 mm (3.307 in) stroke with a 9.5:1 compression ratio.

Emissions are controlled via a and; however the and do not utilize the latter. Fuel shut off is at 6000 rpm. Starting around year 2000, most vehicles are equipped with GM's (EOLM). This engine was assembled at both and the Mexican.

Horsepower Torque Applications Dyno chart 170 hp (130 kW) at 4700 rpm 200 lb⋅ft (270 N⋅m) at 4000 rpm. 2.5 L 60° V6 (LB8) The LB8 is ' base in. It is a derivative of the with the same 89 mm (3.5 in) bore and a shorter 66.7 mm (2.6 in) 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 lb⋅ft (210 N⋅m). It is built by in. Applications:.

LW9 The LW9 is a larger version of the with an 80 mm (3.1 in) stroke for 3.0 L (2986 cc). Power is 170 hp (127 kW) and torque is 185 lb⋅ft (251 N⋅m). Applications:. LNJ The 3.4 L is a 204-cubic-inch (3,350 cc) modified version of the normal 3400 engine.

It includes a modified, oil pan, engine cover, and fuel system as well as. It is built in China and imported to Canada for use in the and. The LNJ makes 185 hp (138 kW) and 210 lb⋅ft (285 N⋅m). Applications:. 2005-2009. 2006-2009 See also.

The new generation of the GM 60° V6, including the '3900' and -enhanced engines. References. 1984 General Motors, 'Pontiac Fiero 1985 Do-It-Yourself' Manual, pg 3-2. 1985 General Motors, 'Pontiac Fiero 1986 Do-It-Yourself' Manual, pg 3-2.

1986 General Motors, '1987 Pontiac Fiero Owner's Manual', pg 6-5. 1987 General Motors, '1988 Pontiac Fiero Owner's Manual', pg 6-4. ^. Hyden, David (November 25, 1990). Retrieved 27 September 2013. Green Car Journal Editors. Archived from on 2 October 2013.

Retrieved 27 September 2013. Green Car Journal Editors. Archived from on 2 October 2013. Retrieved 27 September 2013.

Archived from on March 25, 2008. Retrieved March 5, 2014. April 27, 2004, at the. Archived from on October 9, 2008. Retrieved 2009-06-19.

Road and Track Magazine, April 1989. (1989-1990 Turbo Grand Prix performance figures). 1995 Corsica/Beretta Service Manual, 1994, General Motors Corporation (Gen III/L82 Engine's usage in Corsica/Beretta) External links Wikimedia Commons has media related to.

OSHAWA, Ontario — General Motors car engines were once the stuff of American legend. The Beach Boys sang, “nothing can touch my 409,” about a powerful Chevy V-8. Oldsmobile owners in 1981 were so angered that their cars had been fitted with Chevrolet engines instead of Oldsmobile “Rockets,” the subject of another hit song, that they successfully sued G.M. Over the swap. The company has since eliminated brand distinctions between engines, saddling them with names unlikely to inspire songwriters, like Ecotec, Vortec and Northstar. But some owners of the Chevrolet Equinox, a “compact” sport utility vehicle built in North America, might be surprised to learn the origin of the engine under their hoods — it’s made in China. Last year, China exported more than $12 billion in auto parts, up from less than $2 billion in 2002 — the majority to North America.

The increase in exports has added to the problems plaguing North American suppliers. Most famously, Delphi, which is seeking to emerge from bankruptcy, has closed dozens of plants and moved some production overseas to become more competitive, including to China.

Soon China will be exporting whole vehicles to North America. Last year, Chrysler signed a deal with China’s largest car company, Chery Automobile, to supply a Dodge subcompact. “This is the first Chinese-made engine going into this market,” said Eric A. Fedewa, vice president for powertrain forecasts at CSM Worldwide, an automotive analysis firm. “It was an experiment to see if G.M.

Could use its facility in China to take costs out of a vehicle.” G.M. Neither promoted nor hid the fact that the Equinox engine (and that of its twin, the Pontiac Torrent) is made in China. The car’s sticker notes 55 percent of its content is make in the United States and Canada, 20 percent in Japan, 15 percent in China and the rest from elsewhere. But no sticker tells consumers the engine is built at Shanghai General Motors, a joint venture of G.M.

And the Shanghai Automotive Industry Corporation, a Chinese company. Originally intended to power Buick sedans built for the Chinese market, the engine is the only one available in the Equinox base model.

Dick Kauling is a senior engineering manager at G.M. Canada who helped develop the Equinox sport utility vehicle. Credit Ian Austen for The New York Times Starting with the 2008 model, a larger American-made motor became an option in a higher-end version of the S.U.V.

The same model of engine as the one made in China is produced at a G.M. Engine plant in Tonawanda, N.Y., about a two-hour drive from the Canadian factory that builds the Equinox. Does not break out internal costs, so it is not known how the Chinese engines compare in price with those from Tonawanda. Fedewa said an engine of this sort typically costs $800 to $900 to make.

Even in an era of global manufacturing, the Equinox is exceptionally international. Its engineering was largely done here in Oshawa, headquarters of General Motors of Canada. It uses a five-speed automatic transmission made in Japan by Aisin Seiki, though G.M.

Is a leading manufacturer of automatic transmissions. And the parts are assembled at a factory in Ingersoll, Ontario, a joint venture between G.M. And Suzuki, another Japanese firm. Suzuki was a major driver in the decision to use the Chinese-made engine.

Dick Kauling, a senior engineering manager at G.M. Canada who helped develop the Equinox, said his group had worked closely with engineers at Suzuki, as well as G.M.

Engineers in Germany, China and Warren, Mich. A 25-year G.M. Kauling, remembers when car buyers hotly debated the differences between the engines in G.M.

Brands, not to mention those from other automakers. But he said the old way of organizing production was less than efficient.

Early in his career, the company was running short of engines for Chevrolets but had a surplus of Oldsmobile motors. He was assigned to find a way to modify the incompatible Oldsmobile engine — the two brands had not even been able to agree on common bolt sizes — to fit into a Chevy body. Kauling said, “I don’t think we’re concerned where the parts come from,” adding, the Chinese-made engine “has got General Motors all over it.” Photo. The 3.4 liter engine is made by Shanghai General Motors, a venture of G.M. And Shanghai Automotive Industry.

Credit Ian Austen for The New York Times The idea of using the Chinese engine did not sit well with the Canadian Auto Workers, the union that represents workers at the Equinox factory. Because of its complexity, engine assembly uses a higher proportion of skilled, well-paid workers.

Hargrove, the union’s president, blames what he calls unfair trading practices by Asian manufacturers for much of the North American industry’s problems. “Today it’s South Korea and Japan, and tomorrow it’s going to be China,” he said.

“It’s only a matter of time before G.M., Ford and Chrysler are going to deal with the crisis they face by going into these countries and shipping into here. Very few consumers ask: where is the engine built or where is the transmission made?” Assessing the quality of Chinese manufacturing is difficult, partly because of the design of this particular engine. Advertisement Gabriel Shenhar, the senior engineer of Consumer Reports auto test division, said that in the Equinox the engine is coarse, noisy, uses more fuel than similar vehicles and produces relatively little horsepower for its size. He did not blame the Chinese for those shortcomings.

“This engine’s blueprint did not originate in China,” Mr. Shenhar said. “The 3.4 liter, 185 horsepower has always been a lackluster engine.” He called flaws in the design “a reflection of G.M.’s lack of attention to detail and half-hearted effort on this car.” A spokeswoman for Chevrolet, Carolyn Normandin, said, “Our vehicle comes with a standard six-cylinder engine, while most of our competitors only offer standard four-cylinder engines.” She added that the company will offer improved fuel economy in the next-generation Equinox. She declined to say when that will be introduced.

Some observers expect the new model will be out in about two years. Fedewa, the analyst from CSM, expects they will not be fitted with Chinese engines. “Sourcing from halfway around the world is very challenging,” he said, referring to the difficulties of fitting huge transmissions into shipping containers and the possibility of supply-chain disruption.