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.
Enjoy
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NEW OR CHANGED=20
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
FULL DESCRIPTIONS OF NEW OR CHANGED FEATURES
NEW RPO FOR PONTIAC GRAND PRIX 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= =20 engines in both brand value and customer satisfaction.=20
EATON GEN V SUPERCHARGER 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= r=20 flexibility that sport sedan and coupe buyers expect over a broad rpm=20 range.
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= =20 induction system. The Gen V=92s rotor is finished with Abraidbable Powder= =20 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
RETURNLESS FUEL INJECTION 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
ELECTRONIC THROTTLE CONTROL (ETC) 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= =20 much more linear fashion than a mechanical linkage, with immediate=20 response and virtually no peaks or valleys.
DAMPOLATOR VIBRATION BALANCER 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
POWDERED METAL CONNECTING RODS=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. =20 ULTRA-FAST OXYGEN SENSORS=20 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. =20The 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 reduction.=20
PO5 POWERTRAIN CONTROL MODULE (PCM) 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.
SINGLE CLOSE-COUPLED CATALYTIC CONVERTER 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.
DIRECT-MOUNT AIR CONDITIONING COMPRESSOR The air conditioning compressor bolts directly to the 3800 Series III=92s= =20 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.
IMPROVED SEALING 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.
IMPROVED ACCESSORY BELT=20 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.
IMPROVED STARTER 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.
5W-30 ENGINE OIL 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.
OVERVIEW GM=92s 3800 V-6 is to V-6 engines as the original Chevrolet small block it= =20 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= =20 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= =20 more about quality, value and real-world performance than the specific=20 technologies that produce those traits.=20