Difference between revisions of "C20XE"

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The '''Buick V6''', initially marketed as ''Fireball'' at its introduction in 1962, is a large [[V6 engine]] used by [[General Motors Corporation|General Motors]]. The block is made of cast iron and all use two-valve-per-cylinder iron heads, actuated by [[pushrod]]s.
[[Image:DCP 0009.jpg|thumb|right|212px|The C20XE Engine with 'Vauxhall' spark plug cover]]


The 3800 was on the [[Ward's 10 Best Engines#20th century|Ward's 10 Best Engines of the 20th century]] list, and is one of the most-produced engines in history. To date, over 25 million have been produced.
The '''C20XE''' is a DOHC, inline 4 cylinder [[Family II]], [[General Motors]] engine. It has a capacity of 1998 cc (2.0L) and develops {{convert|110|kW|PS bhp|0|abbr=on}}.


In 1967, GM sold the design to [[Kaiser-Jeep]]. The [[muscle car]] era had taken hold, and GM no longer felt the need to produce a V6, considered in North America an unusual engine configuration at the time. The [[1973 oil crisis|energy crisis]] a decade later prompted the company to buy the design back from [[American Motors]] (AMC), who had by that point bought [[Kaiser-Jeep]], and the descendants of the early 231 continue to be the most-common GM V6.
The C20XE came into production as an evolution of the 20XE engine. Incidentally, the 20XE engine was a further development of the 1987 model 8v 20NE engine. The 20XE(Bosh Motronic ML 4.1) first saw the light of day in 1987 with the launch of the Opel Kadett GSI 16v, introducing 16 valve technology and Knock Sensors to Opel/Vauxhall lineup. In 1988 the C20XE was introduced, with a {{convert|150|hp|abbr=on}} output compared to the earlier 20XE's {{convert|157|hp|abbr=on}}. This was due to new emission standards, which forced manufacturers to specify their cars with a catalytic converter and a lambda sensor - this requirement permitted the fitment of a new generation of Engine Management Systems(Bosch Motronic 2.5).


Though the pre-3800 RWD V6 uses the [[List of GM bellhousing patterns#Buick, Oldsmobile, Pontiac (BOP) V8 pattern|BOP]] bellhousing pattern that it inherited from its aluminum V8 ancestor, an oddity of both the FWD and RWD 3800 V6 is that although it is a 90° V6, it uses the [[List of GM bellhousing patterns#GM metric pattern|GM 60° V6]] [[bell housing]]. For use in the RWD applications, the bellhousings on both the manual and automatic transmissions are altered slightly.
The C20XE engine featured in many [[General Motors]] vehicles including some models of the Vauxhall/Opel [[Astra]]/[[Kadett E]] and the Vauxhall/Opel [[Calibra]]/[[Cavalier]]/[[Vectra]]. Enthusiasts commonly refer to this engine as the 'Red Top' (or just 'XE') because of the appearance of the red L-shaped spark plug cover.(This was red, but black colours are available, and the rocker cover was only available in silver). <ref>{{cite web | url = http://www.mantamagic.com/red%20top%20conversion%20list.htm | title = C20XE conversion list | work = Robbie's Manta Site | accessdate = 2007-07-05}}</ref> At the time of its launch, this engine was something of a milestone unit in Europe and was widely used in motorsport in many specialist race versions. It is still revered and sought after by enthusiasts today nearly two decades later. A version of the engine also appeared in [[Lada]] cars in the late 1990s.


The engine was produced at the [[Flint North]] plant in [[Flint, Michigan]].
The C20XE served as the base for the turbocharged [[C20LET]], which appeared in versions of the Vauxhall Cavalier/Opel Vectra and the Vauxhall/Opel Calibra. The C20LET was identical on the surface, apart from a black plastic plenum/'top hat' shroud with a 'turbo' script. This version features forged, lower compression [[Mahle]] pistons, and offers a 34% increase of power (204 PS) over the C20XE.


==Fireball V6==
Some versions of the engine implemented switchable [[Traction Control]] (commonly included in the early Astra GSi models). The inlet had a secondary throttle valve sandwiched underneath the primary throttle body. This is closed by a motor/arm assembly when the traction control ECU senses loss of grip/spin at the wheels. The engine was also equipped with a different Throttle Position Sensor (six pin, as opposed to three), and a different Coolant Temperature Sensor (which was black, as opposed to the normal light blue colour).
The first engine in this family was introduced in 1961 with Buick's {{Auto CID|198}} engine, the first V6 in an American car. Because it was derived from Buick's {{Auto CID|215}} [[Buick V8 engine#215|aluminum V8]], it has a 90° bank between cylinders and an odd-fire firing pattern that include the two 'phantom' cylinders from the V8 pattern.


===198===<!-- This section is linked from [[V6 engine]] -->
In its last version before production ended, the C20XE came with a new engine management system which included a distributorless ignition system, namely Bosch Motronic 2.8. The last version was called C20LN (Low Noise) and has a stronger engine block. The engines that appeared in the early 90's also swapped the cast metal spark plug cover for a cheaper (and less regarded) plastic version.
[[Buick]] Division, concerned about the high manufacturing costs of their innovative aluminum 215 V8, sought to develop a cheaper, cast-iron engine based on the same tooling. They settled on an unusual 90° [[V6]] layout that was essentially the architecture of the '215' less two cylinders. In initial form, it had a bore of {{convert|3.625|in|mm|2}} and stroke of {{convert|3.1875|in|mm|2}}, for an overall displacement of {{Auto CID|198}}. It weighed about {{convert|35|lb|kg|1|abbr=on}} more than the aluminum engine, but was far cheaper to produce. Dubbed the '''Fireball''' V6, it became the standard engine in the 1962 [[Buick Special]]. In their test that year, ''[[Road & Track]]'' was impressed with Buick's "practical" new V6, saying it "sounds and performs exactly like the aluminum V8 in most respects."


===225===
The C20XE evolved into the [[X20XEV]](1994) with {{convert|136|hp|abbr=on}} and taking on the GM Ecotec name and finally it evolved into the [[X20XER]](1999).
The bore was increased to {{convert|3.75|in|mm|1|abbr=on}}, and stroke increased to {{convert|3.4|in|mm|1|abbr=on}}, increasing displacement to {{Auto CID|225}}. Since the engine was similar to the popular small-block V8 — now with a cast-iron block and displacement of 300 cubic inches, the engine was made cheaply at the same factory with much of the same tooling. This engine was used in Buick's intermediate-sized Special and Skylark models from 1964 to 1967 and Oldsmobile's mid-sized F-85/Cutlass models for 1964 and 1965. Throughout this period, the 225 cubic-inch V6 featured a one-barrel carburetor and was rated at 155 horsepower-exactly the same rating as the base version of the 215 cubic-inch aluminum V8 used from 1961 to 1963.


The V6 was dropped after the 1967 model year in favor of a conventional 250 cubic-inch [[inline-6]] engine built by the [[Chevrolet]] division, and the tooling was sold to [[Kaiser-Jeep]].
The 20XE has now evolved into a large family of GM 16v engines, one of which is a 2.2L 16v chain driven engine found in many GM brands, including Saab, Pontiac, Saturn, Chevrolet, Oldsmobile. It was borrowed to [[Fiat]] and [[Alfa Romeo]], for the [[Fiat Croma|Croma]] and the [[Alfa Romeo 159|159]] respectively.


===Dauntless===
All of the 2 litre engine of this era share the same cast iron engine block with the exception of the oil return for the turbo on the [[C20LET]].
In 1965, [[Kaiser-Jeep]] began using the Buick 225 in [[Jeep CJ]]s. It was known as the '''Dauntless 225''' and used a much heavier flywheel than the Buick version to dampen vibrations of the odd fire engine. Buick sold the tooling for this engine to Kaiser in 1967, as the demand for the engine was waning steadily in an era of V8s and [[muscle car]]s. When [[American Motors Corporation|American Motors]] (AMC) bought Jeep, they replaced the V6 with [[AMC Straight-6 engine]]s.


Applications:
==Origin==
* 1966-1971 [[Jeep Jeepster Commando]]
The engine was designed by Dr [[Fritz Indra]], who was head of Advanced Engine Development for Opel in Germany from 1985 to 1989. The engine was originally intended for race application, hence [[Cosworth]]'s involvement.<ref>{{cite web | title = "Interview with Dr Fritz indra" | work = ''www.CalibraWiki.com'' | accessdate = 2008-04-13 | url = http://www.calibrawiki.com/images/d/db/Vauxhall_Calibra_Designer_Interview.pdf}}</ref>
* 1966-1971 [[Jeep CJ#CJ-5|CJ-5]]
* 1966-1971 [[Jeep CJ#CJ-6|CJ-6]]


===231===<!-- This section is linked from [[V6 engine]] -->
=='COSCAST' (Early) and GM (Later) head differences==
The [[1973 oil crisis]] prompted GM to look for more economical engines than the V8s of 350, 400 and 454/455 cubic inches that powered most General Motors cars and trucks during that time. At that time, the only "small" engines generally offered by GM were built by the Chevrolet division including the 140 cubic-inch OHC aluminum four-cylinder engine used in the subcompact Chevy Vega and a 250 cubic-inch inline six-cylinder then used in smaller Chevy, Buick, Oldsmobile and Pontiac models, whose design roots dated back to the 1962 Chevy II (Nova).
The C20XE engine's [[head]]s came in two notable forms. The original versions that appeared for a number of years in the [[Astra GTE]], [[Calibra]] and [[Vauxhall Cavalier]]/[[Opel Vectra]] from 1988 to 1991 were cast by [[Cosworth]]. These are usually more sought after, due to their superior casting qualities, over the GM version which was introduced some time in 1991 (appearing with the [[Astra GSi]]). One of the alleged qualities of the 'COSCAST' head is its inherent resistance to porosity; this was achieved by eliminating the presence of tiny air bubbles during the casting process. The Coscast head can be identified by a 'Coscast' logo which is stamped under the 3rd exhaust port. The GM head was manufactured by Kolben-Schmidt and featured different oil/water galleries, which required a pair of welsch plugs to be pressed in at either end. Incidentally, the presence of welsch plugs proved to be the sole means of identification for a GM manufactured head. A reinforced version of the GM head became available in the later years of the C20XE; however, these reinforcements meant that it had smaller inlet/exhaust canals than the other two.<ref>{{cite web | url = http://www.vauxhall-sport-forum.com/phpBB2/coscast-vs-gm-heads-pics-t309.html | title = Detailed GM & Cosworth difference photos | work = Vauxsport | accessdate = 2008-04-13}}</ref>


One quick idea was tried by Buick engineers — taking an old Fireball V6 picked up at a junkyard and installing it into a 1974 Buick Apollo. The solution worked so well that GM wanted AMC to put the engine back into production. However, AMC's cost per unit was deemed as too high. Instead of buying completed engines, GM made an offer to buy back the tooling and manufacturing line from AMC in April, 1974, and began building the engines on August 12<ref>{{cite book |title=Ward's Automotive Yearbook 1975 |year=1975 |publisher=Ward's Communications, Inc.}}</ref>. With production back within GM, Buick re-introduced the V6 that fall in certain 1975 models — a move made possible by the fact that foundations for the old V6 machinery were still intact at Buick's engine assembly plant in Flint, Michigan, so it was easy to put the old tooling back in place and begin production at least two years ahead of the normal schedule that would have been required to create  new tooling. The bore was enlarged to {{convert|3.8|in|mm|1|abbr=on}}, dimensions identical to those of the [[Buick_V8_engine#350|Buick 350 V8]], yielding {{Auto CID|231}} displacement. 78,349 231s were installed in Buicks for 1975.<ref>{{cite book |title=Ward's Automotive Yearbook 1976 |year=1976 |publisher=Ward's Communications, Inc.}}</ref>
Since an engine's oil pressure is much higher than its coolant pressure, oil in a porus head has a tendency to gradually seep into the cooling galleries. A typical symptom of a porous head is usually a '[[mayonnaise]]'-like substance in the coolant (residing on the cap). However, symptoms of a porous head have a tendency to vary, depending on the degree of porosity. Many C20XE operators have described the symptom as a curry-like residue or in more severe cases, a thick brown sludge. During the porous head debarcle, GM faced bankruptcy - therefore dealers failed to recall affected models. However, as a result, many businesses now specialise in the repair of porous GM C20XE/LET heads - by either sleeving the affected gallery or by injecting a polymer based substance into the porous region. Typically, the amount of cylinder heads that were reportedly porous remained relatively low.<ref>{{cite web | url = http://www.orsas.com/CarStuff/cav/index.php | title = Porous GM Head Info | work = Scoobler | accessdate = 2008-04-22}}</ref>


The engine, as it had since its creation, had problems with roughness due to the [[V6#Odd and even firing|uneven firing pattern]] inherent in this engine's design, leading a former American Motors executive to crow "It was rougher than a cob." In 1977, Buick devised an innovative "split-pin crankshaft" redesign of the crankshaft, flywheel, and distributor which greatly alleviated the problem, creating a new ''even-firing'' version of the engine. Due to difficulties with the new fuel economy and emissions standards, the engine produced just 110&nbsp;hp (82&nbsp;kW).
The early engines used round tooth [[cambelt]]s, the later used square (with a plastic pre-tensioner). There are also subtle differences between the crankshaft, and visible difference in the pattern of the SFi airbox.


This engine was used in the following vehicles:
==Motorsport==
* 1975-76 [[Buick Skyhawk]]
The C20XE has seen extensive use in motorsport. Typical uses for the engine have ranged from hillclimb events, to open wheel racing categories. Despite its age, it remains the powerplant of choice for many [[Formula 3]] teams and has most recently found acclaim in the Australian F3 scene where Tim Macrow, the 2007 Australian F3 champion, drove an Opel-Spiess powered car to claim victory. Tuned by Spiess, an F3 grade C20XE is easily capable of producing {{convert|250|bhp|abbr=on}} in its naturally aspirated form. Many aftermarket tuners have further developed the C20XE for racing purposes. Recently, SBD Motorsport, an aftermarket tuning company based in the UK, developed a C20XE unit with a power output in excess of 290BHP.<ref>{{cite web | url = http://www.sbdev.co.uk/Taper%20Kits/New%202.0L%20Taper%20Kits/2.0L%20TP%20kits%206th%20upgrade/2.0L%20TP%20kit%206th%20upgrade.htm| title = SBD Website | work = ''290+ Taper Throttle Kit'' | accessdate = 2008-05-25}}</ref>  Typically, the SBD built engines have seen use in Westfield and Caterham vehicles competing in various hillclimb events.
* 1975 [[Buick Apollo]]
The C20XE is currently used by the Chevrolet WTCC (World Touring Car Championship) team and the new Lada WTCC team. The engine is an option in Westfield kitcars.
* 1975-76 [[Buick Century]]
* 1975-76 [[Buick Regal]]
* 1975-1976 [[Buick LeSabre]]
* 1975-76 [[Buick Skylark]]
* 1975-80 [[Oldsmobile Starfire]]
* 1977-79 [[Oldsmobile Omega]]
* 1976 [[Pontiac Sunbird]]
* 1976-1981 [[Pontiac Firebird]]


===LD5===
==Technical information==
In 1978, GM began to market the 231 as the '''3.8 liter''' as metric engine sizes became common in the [[United States]]. The ''[[Regular Production Option|RPO Code]]'' was '''LD5''', though California-emissions versions were called '''LC6'''. Starting in 1979, the engine was used in the [[front-wheel drive]] [[Buick Riviera]], though still with a longitudinal mounting. Larger valves and better intake and exhaust boosted the power output for 1979.
The breakdown of the engine name<ref>{{cite web | title = "Engine Codes Explained" | work = ''Topbuzz Website'' | year =  2002 | accessdate = 2007-07-05 | url = http://topbuzz.co.uk/info/engine_codes/engine_codes.htm}}</ref> is as follows:


A [[Turbocharger|turbocharged]] version was introduced as the pace car at the 1976 [[Indianapolis 500]], and a production turbo arrived in 1978. The turbo 3.8 received [[sequential fuel injection]] and distributorless ignition in 1984. In 1986 an air-to-air '''[[Garrett Systems|Garrett]]''' intercooler was added and the ''RPO Code'' became '''LC2'''. The LC2 engine has a bore of 3.80" and a stroke of 3.40".  The respective horsepower ratings for 1986 & 1987 were 235 hp (175 kW) & 245 hp (183 kW). The limited production GNX benefitted from additional factory modifications such as a ceramic [[turbocharger]], more efficient '''[[Garrett Systems|Garrett]]''' intercooler, low restriction exhaust system and revised programming which resulted in a 276 hp (206 kW) factory rating although it is widely known that the actual power was closer to 300 hp (222 kW).
*C  - Exhaust Emissions Level: ECE R 83 A
*20 - Displacement: 2 litre
*X - Compression Ratio Threshold: X = 10.0-11.5:1
*E - Mixture System: Electronic Fuel Injection


The turbo 3.8 liter was used in the following vehicles:
The engine produces {{convert|150|bhp|kW PS|0|abbr=on}} at 6,000 rpm, with a low optimum specific fuel consumption of 232 g/kWh which is equivalent to a maximum efficiency of 37 per cent; a better efficiency than some of the diesel engines that were available at the time of its release. The valves are set at 46 degrees and are accompanied by pistons with shallow valve pockets - thereby eliminating the need for a shorter con rod hence, allowing a suitable compression ratio to be achieved. Long spark plugs are used and positioned concentric to the cylinder. Incidentally, the engine has a square bore/stroke and shares piston dimensions with the [[Bugatti Veyron]] (86mm x 86mm).
* 1978-1987 [[Buick Regal]] Sport Coupe, T Type, ''Grand National'' and GNX
* 1978-1980 [[Buick LeSabre]] Sport Coupe
* 1979-1980 [[Buick Century]] Turbo Coupe
* 1979-1985 [[Buick Riviera]] ''S Type'' and ''T Type''
* 1980-1981 [[Chevrolet Monte Carlo]]
* 1989 [[Pontiac Trans Am]] ''Turbo''


The [[Turbocharger|turbocharged]] 1987 [[Buick Regal]] ''Grand National'' was called America's quickest automobile, and the model continues to be collected and appreciated today.
{| class="wikitable"
! '''Engine'''
| '''C20XE'''
|-
!No Of Cylinders
|4
|-
!Configuration
|Inline/Straight
|-
!Displacement
|1998 cc (121.88 cu in)
|-
!Bore (mm)
|86.0
|-
!Stroke (mm)
|86.0
|-
!Power
| {{convert|150|bhp|kW PS|1|abbr=on}}/6000 rpm
|-
!Torque
|{{convert|196|Nm|lbft|0|abbr=on}}/4800 rpm
|-
!Compression ratio
|10.8:1
|-
!Engine management
|Bosch Motronic 2.5/Bosch Motronic 2.8
|-
!Idle speed rpm
|800-900
|-
!Max rpm
|6800
|-
!Firing order
|1-3-4-2
|}


===3.2===
==List of cars fitted with C20XE==
A smaller version of this engine was produced in 1978 and 1979 for the [[Buick Century|Century]] and [[Buick Regal|Regal]]. The bore was reduced to {{convert|3.5|in|mm|abbr=on}}, resulting in an engine of {{Auto CID|196}} piston displacement. The ''RPO code'' was '''LC9'''. Initially this engine produced {{convert|90|hp}}, but in 1979 it received the same improvements in the cylinder heads as did the LD5, and therefore power increased to {{convert|105|hp}}.
{|class="wikitable" width="100%"
 
!Model
===4.1===
!Years
In response to rising gas prices, a larger {{Auto CID|252}} version of the 3.8&nbsp;L LD5 V6 was produced from 1980 through 1984 by enlarging the bore to {{convert|3.965|in|mm|2|abbr=on}}. Output was {{convert|125|hp}} and {{Auto lbft|205}}. This engine was used in many large [[rear-wheel drive]] Buicks, and in some models from each of GM's other divisions, including Cadillac which offered the "big" Buick V6 in several models from 1980 to 1984 as a no-cost option to that division's troublesome V8-6-4 engine used in 1981 and early version of the aluminum-block Cadillac {{Auto Lrev|250}} V8 introduced in 1982. It was also the standard powerplant in the front-drive [[Buick Riviera|Riviera]] and [[Oldsmobile Toronado|Olds Toronado]] from 1981 to 1984.  Addition:  the 4.1 block was also used unsuccessfully at Indianapolis for racing.  Its only weakness was the intake valve pushrod seals.
!Market
 
|-
===3.0===
|[[Opel Calibra]] 16V
A small 3.0&nbsp;L version was produced for GM's 1980s [[front-wheel drive]] cars. Introduced in 1982, it was a lower deck version of the 3.8 designed for [[transverse engine|transverse]] application in the new [[GM A platform]] cars like the [[Buick Century]] and [[Oldsmobile Cutlass Ciera]].  It shared the same bore size as its larger sibling, but featured a smaller stroke of 2.66 in (67.56 mm).  Introduced with a 2-bbl [[carburetor]], it later received multiport [[fuel injection]].  Power produced was:
|1989-1994
* VIN code E: 2-bbl [[carburetor]]:
|Europe, Australia
** {{convert|110|hp|abbr=on}} @ 4800 rpm, {{Auto lbft|145}} @ 2600 rpm
|-
* VIN code L: MPFI:
|[[Opel Kadett]] E, GSI/GTE
** {{convert|125|hp|abbr=on}} @ 4900 rpm, {{Auto lbft|150}} @ 2400 rpm
|1988-1992
 
|Europe - Germany, Ireland
===3.8 FWD===
|-
In mid-1984, the engine was modified for transverse-mounting in smaller, [[front-wheel drive|FWD]] vehicles, and equipped with multiport [[fuel injection]] (MPFI).  This was updated to [[sequential fuel injection]] (SFI) in 1986, and initially produced in two forms, one with flat lifters (tappets), and the other with a roller camshaft and lifters.  The latter  was offered in various models through 1988.  Power produced by this engine was:
|[[Opel Vectra]] A, GTE
* VIN code B: flat lifters (tappets)
|1988-1995
**140 hp @ 4400 rpm, {{Auto lbft|200}} @ 2000 rpm
|Europe, New Zealand
* VIN code 3: roller lifters (tappets)
|-
**125 hp @ 4400 rpm, {{Auto lbft|195}} @ 2000 rpm (1984-1985 MPFI)
|[[Opel Astra]] F
**145 hp @ 4400 rpm, {{Auto lbft|200}} @ 2200 rpm (1986-1988 SFI) (LG3)
|1991 - 1996
 
|Europe, Australia
=3800 V6=
|-
 
|[[Vauxhall Calibra]] 16V
==Pre-Series I==
|1989-1994
===LN3 Naturally Aspirated===<!-- This section is linked from [[Holden VN Commodore]]. See [[WP:MOS#Section management]] -->
|UK
[[Image:3800 LN3 89 bonneville.JPG|thumb|An LN3 installed in a 1989 [[Pontiac Bonneville]]. This engine produced {{convert|165|hp|abbr=on}} and {{Auto lbft|220}} of torque.]]
|-
The 3.8&nbsp;L (3800 [[cubic centimetre|cc]]) '''LN3''' was an [[engine]] produced by [[General Motors|General Motors']] [[Buick]] Division. Introduced in 1988, the '''3800''' LN3, would later be loosely considered the '''Pre-Series I''', although the older 3.8 SFI (LG3) was still available that year in some models. Designated initially by VIN code C, the 3800 LN3 was a major redesign, featuring changes such as a balance shaft, on-center bore spacing, use of a 3x/18x crank-trigger system, and other improvements. This generation continued in use in several GM products into the 1990s. It produced {{convert|165|hp|abbr=on}}  and {{auto lbft|220}}. The LN3 is very closely related to the Series I L27 and Series I L67 Supercharged. In fact, supercharger-related hardware can be fitted to an LN3 without changing the cylinder heads (ECM reprogramming required). The L27 has a two piece, upper plenum intake and lower intake, the LN3 is all one piece.
|[[Vauxhall Astra]] Mk 2, GTE
 
|1988-1992
Applications:
|UK
*[[Buick Electra]]
|-
*[[Buick LeSabre]]
|[[Vauxhall Cavalier]] Mk 3, GSi, SRi
*[[Buick Reatta]]
|1988-1995
*[[Buick Riviera]]
|UK
*[[Holden Commodore]] ([[Holden VN Commodore|VN Series I]])
|-
*[[Oldsmobile Delta 88]]
|[[Vauxhall Astra]] Mk 3, GSi
*[[Oldsmobile Ninety-Eight]]
|1991 - 1994
*[[Oldsmobile Toronado]]
|UK
*[[Oldsmobile Toronado Trofeo]]
|-
*[[Pontiac Bonneville]]
|[[Lada 110]]
 
|1996 -
===3300===
|Europe, Russia
A smaller 3.3&nbsp;L '''3300''' was introduced in 1989 and produced through 1993. It is effectively a lower-deck version of the 3800, with a smaller {{convert|3.7|in|mm|2|abbr=on}} bore and {{convert|3.16|in|mm|2|abbr=on}} stroke for {{Auto cm3in3|3344}}. Like the 3800, it used a cast iron block and heads, push rods, and hydraulic lifters.  Unlike the 3800, however, it used a batch-fire injection system rather than sequential injection, as evidenced by the lack of a cam position sensor.  Power output was {{convert|160|hp|abbr=on}} at 5200 rpm and {{auto lbft|185}} at 2000 rpm with a 5500 rpm redline.
|-
 
|[[Chevrolet Vectra]] GSi
Applications:
|1993 - 1996
* [[Buick Century]]
|Brazil
* [[Buick Skylark]]
|-
* [[Pontiac Grand Am]]
|[[Holden Commodore]]
* [[Oldsmobile Achieva]]
|1988-1991
* [[Oldsmobile Calais]]
|Australian export to New Zealand, Singapore, sold strictly as the Holden Berlina in those markets
* [[Oldsmobile Cutlass Ciera]]
|}
 
==Series I==
===L27 Naturally Aspirated===
 
[[Image:3800II L36.JPG|thumb|A 3800 Series I L27 Naturally Aspirated engine installed transversely in a 1995 [[Buick Regal]].]]
 
The LN3 was replaced by the {{auto cc|3791}}<ref name="3800V6">http://media.gm.com/division/2003_prodinfo/03_powertrain/03_car_engine/index.html</ref> '''L27''' in 1991-1992 and produced {{convert|170|hp|abbr=off}} from 1992 onward, this engine was referred to as the Series I 3800. In Australia, the LN3 was also replaced by the L27 by Holden who used the engine in their series 2 (1991) VN Commodore range. However, the Australian L27 retained the LN3's one piece upper intake and lower plenum. Power was still boosted to {{convert|127|kW|hp|abbr=on}} for the Holden L27. The L36 made its debut in 1995.
 
Applications:
* [[Buick LeSabre]]
* [[Buick Park Avenue]]
* [[Buick Regal]]
* [[Holden Commodore]] ([[Holden VN Commodore|VNII]], [[Holden VP Commodore|VP]], [[Holden VR Commodore|VR]])
* [[Holden Statesman]] ([[Holden VQ Statesman|VQ]], [[Holden VR Statesman|VR]])
* [[Pontiac Bonneville]]
* [[Pontiac Trans Sport]]
* [[Oldsmobile Eighty-Eight]]
* [[Oldsmobile Ninety-Eight]]
* [[Oldsmobile Toronado]]
* [[Oldsmobile Toronado Trofeo]]
* [[Oldsmobile Silhouette]]
 
[[Image:95RivEngine.jpg|thumb|A [[supercharged]] 3800 (transverse mount) installed in a [[Buick Riviera]] for 1995, the last year of Series I L67 production. Power is {{convert|225|hp|abbr=on}}/{{auto lbft|260}} for this version.]]
 
===L67 Supercharged===
 
The Series I Supercharged engine went through many internal changes and the horsepower changed rapidly between the time it was introduced and the time that the Series II L67 was introduced. The M62 supercharger was manufactured by Eaton, exclusively for the GM 3800 engine. HP was rated at 205 for 1991-1993 engines (models vary), and 225 for 1994-1995 engines. The additional horsepower was gained by using a larger throttle body, roller rockers and epoxy coated supercharger rotors, improving efficiency. The 1994-1995 utilized a {{convert|2.85|in|mm|1|adj=on}} pulley versus the {{convert|2.55|in|mm|1|adj=on}} pulley used on the 91-93 supercharger.
 
Applications:
 
1991-1995:
* [[Buick Park Avenue]] Ultra
 
1992-1995:
* [[Oldsmobile Eighty-Eight]] LS (opt), LSS (opt)
* [[Oldsmobile Ninety-Eight]] (opt)
* [[Pontiac Bonneville]] SLE (opt. SC package), SSE (opt) & SSEi
 
1995 Only:
* [[Buick Riviera]](Opt)
 
==Series II==
Introduced in 1995, the '''Series II''' is quite a different engine. Although the stroke for the 3.8&nbsp;L engine remained at {{convert|3.4|in|abbr=on}}, and the bore remained at {{convert|3.8|in|abbr=on}}, the engine architecture was vastly changed. The deck height is shorter than the Series I, reducing weight and total engine package size.  This required that the piston connecting rods be shortened  {{convert|1|in|abbr=on}}, and the crankshaft was also redesigned. A new [[intake manifold]] improved breathing while a redesigned cylinder head featured larger valves and a higher compression ratio. The result was {{convert|205|hp|abbr=on}} and {{auto lbft|230}}, better fuel economy, and {{convert|26|lb|abbr=on}} lighter overall weight (to {{convert|392|lb|abbr=on}}). The 3800 weighs only {{convert|22|lb|abbr=on}} more than the [[GM High Feature engine|High Feature V6]], despite being an all cast iron design.
 
Although the new intake manifold greatly improved breathing, it was made from plastic. To meet emissions standards, an EGR tube was placed in the
intake manifold to reduce combustion temperatures. Over time the plastic intake manifold cracks, resulting in expensive repairs. The failure can show up as low intake vacuum via leaks, occasional misfiring when running, or most often, unexplained coolant loss. GM is well aware of the issue and even has a TSB (Technical Service Bulletin) 04-06-01-017  which explains the repairs needed that will temporarily resolve the issue. Average mileage when the manifold fails is around {{convert|77000|mi|km}}. This TSB affects most 3800 (3.8&nbsp;L) engines from 1995 to present.
 
In 1999 the 3800 Series II in the [[Chevrolet Camaro]] and [[Pontiac Firebird]] received a new throttle body with Electronic Throttle Control.
 
The 3800 Series II was on the [[Ward's 10 Best Engines]] list for 1995 through 1997.
 
===L36 Naturally Aspirated===
[[Image:Ecotec V6 of a 1997-2000 Holden VT Commodore 02.jpg|thumb|A variation of the L36 engine in a 1998 [[Holden VT Commodore]]]]
[[Image:GM 3800 Series Naturally Aspirated.jpg|thumb|Another variation of the L36 engine in a 1995 [[Oldsmobile 88]]]]
This engine is or was used in the following vehicles:
* [[Buick Le Sabre]]
* [[Buick Park Avenue]]
* [[Buick Regal]] LS
* [[Buick Riviera]]
* [[Chevrolet Camaro]]
* [[Chevrolet Impala]]
* [[Chevrolet Lumina LTZ]]
* [[Chevrolet Monte Carlo]] (LT, SS)
* [[Holden Commodore]] ([[Holden VS Commodore|VS]], [[Holden VT Commodore|VT]], [[Holden VX Commodore|VX]], [[Holden VY Commodore|VY]])
* [[Holden Statesman]] ([[Holden VS Statesman|VS]], [[Holden WH Statesman|WH]], [[Holden WK Statesman|WK]])
* [[Holden Ute]] ([[Holden VX Commodore|VU]], [[Holden VY Commodore|VY]])
* [[Oldsmobile Eighty-Eight]]
* [[Oldsmobile Intrigue]]
* [[Oldsmobile LSS]]
* [[Oldsmobile Ninety-Eight]]
* [[Pontiac Bonneville]]
* [[Pontiac Firebird]]
* [[Pontiac Grand Prix]]
 
===L67 Supercharged===
[[Image:Regal l67.jpg|thumb|A 3800 Series II L67 Supercharged engine in a 1998 [[Buick Regal]] GS.]]
The '''L67''' is the [[supercharged]] version of the Series II [[#L36|L36]] and appeared in 1996, one year after the normally-aspirated version. It uses the Eaton Generation III M90 supercharger with a 3.8" pulley, a different throttle body, fuel injectors, cylinder heads, and lower intake manifold than the L36 uses. Both engines share the same engine blocks, but compression is reduced from 9.4:1 in the L36 to 8.5:1 for the L67. Power is up to {{convert|240|hp|abbr=on}} and {{auto lbft|280}} of torque. Final drive ratios are reduced in most applications, for better fuel economy and more use of the engine's torque in the low range. The engine was built in [[Flint, Michigan]]. The engine was certified LEV in 2001.
 
This engine is or was used in the following cars:
* 1996-2005 [[Buick Park Avenue]] Ultra
* 1997.5-2004 [[Buick Regal]] GS / GSX (SLP)
* 1996-1999 [[Buick Riviera]] (optional 1996-97, std. 1998-99)
* 2004-2005 [[Chevrolet Impala]] SS
* 2004-2005 [[Chevrolet Monte Carlo]] SS
* 1995-2004 [[Holden Commodore]] ([[Holden VS Commodore|VS]], [[Holden VT Commodore|VT]], [[Holden VX Commodore|VX]], [[Holden VY Commodore|VY]])
* 1995-2004 [[Holden Statesman]] ([[Holden VS Statesman|VS]], [[Holden WH Statesman|WH]], [[Holden WK Statesman|WK]])
* [[Holden Ute]] ([[Holden VX Commodore|VU]], [[Holden VY Commodore|VY]])
* 2001-2004 [[Holden Monaro]]
* 1996-1999 [[Oldsmobile Eighty-Eight]] LSS (limited)
* 1996-2003 [[Pontiac Bonneville]] SSEi
* 1997-2003 [[Pontiac Grand Prix]] GTP
 
==Series III==
The '''Series III''' motors include many changes. The upper [[intake manifold]] is now aluminum on the naturally aspirated models. Intake ports are mildy improved, 1.83" intake valves (instead of 1.80" as on Series II) and 1.52" exhaust valves were introduced in 2003 engines, just before switching to Series III. [[Electronic throttle control]] is added to all versions, as is returnless [[fuel injection]]. Stronger powdered metal sinter forged connecting rods are used in 2004+ supercharged, and 2005+ naturally aspirated engines, instead of the cast iron style from Series II engines. Emissions are also reduced. In 2005, it was the first gasoline engine in the industry to attain SULEV (Super Ultra Low Emissions Vehicle).
 
Also note that Series III engines are the base for any 3800 produced for the 2004 year and up. This means the same block, heads, & connecting rods apply to any remaining Series II engines made after 2004 also. The difference is that Series III engines received the new superchargers (Generation 5 - Eaton m90 - if equipped), intake manifolds, fuel systems, and electronics.
 
===L26 Naturally Aspirated===
The '''L26''' is the '''Series III''' version of the 3800. It is still a {{Auto Lrev|231}} design. Compression remains at 9.4:1 as with previous L36's, but the aluminum upper intake (2004+) and stronger connecting rods (2005+) are the primary physical changes. The powdered metal connecting rods were meant to be introduced in 2004 along with the L32's, but the GM plant in Bay City, Michigan that supplies the Flint, Michigan plant could not achieve the desired production dates in time for that engine year.
 
This engine was used in the following vehicles:
* 2004-2008 [[Pontiac Grand Prix]]
* 2005-2009 [[Buick LaCrosse]]
* 2006-2008 [[Buick Lucerne]]
 
===L32 Supercharged===
The '''L32''' is a [[supercharged]] '''Series III'''.
Introduced in 2004, the main differences between the L67 and the L32 is the L32's electronic throttle control, slightly improved cylinder head design, and updated Eaton supercharger, the Generation 5 M90. Power output is up to 260 HP (194 kW) in the Grand Prix GTP.
 
Applications:
* 2004-2005 [[Pontiac Grand Prix]] GTP
* 2006-2007 [[Pontiac Grand Prix]] GT
 
===Future of the 3800===
Production of the renowned 3800 V6 engine was officially ended on Friday, August 22, 2008 when plant 36 was closed. There was a closing ceremony and speakers who extolled the virtues of the engine, but none that could give a definitive answer why they did away with it. Originally GM had set this date for January 1, 1999 {{correction needed}}, however due to the vast number of complaints from both investors and customers because of the popularity and reliability of the engine, the date was extended. At the end of production, the [[GM_High_Value_engine#LZ4|LZ4]] 3500 OHV V6 will replace the naturally aspirated 3800 applications, and the [[GM_High_Feature_engine#3.6|LY7]] 3600 DOHC V6 will replace the supercharged 3800 applications.{{fact|date=February 2007}}


==References==
==References==
{{reflist}}
{{reflist}}


==See also==
[[Category:GM engines|2.0L]]
* [[List of GM engines]]


==External links==
[[el:C20xe]]
*[http://www.got3800.com/forum Got3800.com - a friendly website for all 3800 powered GM vehicles]
[[nl:C20XE]]
*[http://www.gpona.com Grand Prixs of North America - A forum dedicated to the Grand Prix, and all similar cars.]
*[http://www.trishield.com/History/v6engine.shtml Brief early history of the engine]
*[http://engine.firebirdv6.com/3800history.html 3800 history page]
*[http://www.canadiandriver.com/articles/bv/3800v6.htm an 3800 history page at CanadianDriver.com]
*[http://gtpworldforum.yuku.com GTPWORLD supercharged 3800]
*[http://auto.consumerguide.com/auto/used/reviews/full/index.cfm/id/1997 Buick Park Avenue page with engine info]
*[http://www.l67swap.com L67 engine swap page for various vehicles]
*[http://www.clubgp.com ClubGP - Information for various 3800 powered GM vehicles]
*[http://www.naioa.com/ North American Impala Owners Association - Your source for the late model Impala & Monte Carlo]
*[http://www.grandprixforums.net Grand Prix forums]
*[http://www.lesabret.com]
* [http://www.pontiacbonnevilleclub.com Pontiac Bonneville Club]
*http://www.fullthrottlev6.com/ FullThrottlev6.com V6 Performance Source
[[Category:GM engines|Buick V6]]
[[Category:Buick engines]]
[[Category:Jeep engines|Dauntless]]

Revision as of 15:27, 3 February 2009

The C20XE Engine with 'Vauxhall' spark plug cover

The C20XE is a DOHC, inline 4 cylinder Family II, General Motors engine. It has a capacity of 1998 cc (2.0L) and develops 110 kW (150 PS; 148 bhp).

The C20XE came into production as an evolution of the 20XE engine. Incidentally, the 20XE engine was a further development of the 1987 model 8v 20NE engine. The 20XE(Bosh Motronic ML 4.1) first saw the light of day in 1987 with the launch of the Opel Kadett GSI 16v, introducing 16 valve technology and Knock Sensors to Opel/Vauxhall lineup. In 1988 the C20XE was introduced, with a 150 hp (110 kW) output compared to the earlier 20XE's 157 hp (117 kW). This was due to new emission standards, which forced manufacturers to specify their cars with a catalytic converter and a lambda sensor - this requirement permitted the fitment of a new generation of Engine Management Systems(Bosch Motronic 2.5).

The C20XE engine featured in many General Motors vehicles including some models of the Vauxhall/Opel Astra/Kadett E and the Vauxhall/Opel Calibra/Cavalier/Vectra. Enthusiasts commonly refer to this engine as the 'Red Top' (or just 'XE') because of the appearance of the red L-shaped spark plug cover.(This was red, but black colours are available, and the rocker cover was only available in silver). [1] At the time of its launch, this engine was something of a milestone unit in Europe and was widely used in motorsport in many specialist race versions. It is still revered and sought after by enthusiasts today nearly two decades later. A version of the engine also appeared in Lada cars in the late 1990s.

The C20XE served as the base for the turbocharged C20LET, which appeared in versions of the Vauxhall Cavalier/Opel Vectra and the Vauxhall/Opel Calibra. The C20LET was identical on the surface, apart from a black plastic plenum/'top hat' shroud with a 'turbo' script. This version features forged, lower compression Mahle pistons, and offers a 34% increase of power (204 PS) over the C20XE.

Some versions of the engine implemented switchable Traction Control (commonly included in the early Astra GSi models). The inlet had a secondary throttle valve sandwiched underneath the primary throttle body. This is closed by a motor/arm assembly when the traction control ECU senses loss of grip/spin at the wheels. The engine was also equipped with a different Throttle Position Sensor (six pin, as opposed to three), and a different Coolant Temperature Sensor (which was black, as opposed to the normal light blue colour).

In its last version before production ended, the C20XE came with a new engine management system which included a distributorless ignition system, namely Bosch Motronic 2.8. The last version was called C20LN (Low Noise) and has a stronger engine block. The engines that appeared in the early 90's also swapped the cast metal spark plug cover for a cheaper (and less regarded) plastic version.

The C20XE evolved into the X20XEV(1994) with 136 hp (101 kW) and taking on the GM Ecotec name and finally it evolved into the X20XER(1999).

The 20XE has now evolved into a large family of GM 16v engines, one of which is a 2.2L 16v chain driven engine found in many GM brands, including Saab, Pontiac, Saturn, Chevrolet, Oldsmobile. It was borrowed to Fiat and Alfa Romeo, for the Croma and the 159 respectively.

All of the 2 litre engine of this era share the same cast iron engine block with the exception of the oil return for the turbo on the C20LET.

Origin

The engine was designed by Dr Fritz Indra, who was head of Advanced Engine Development for Opel in Germany from 1985 to 1989. The engine was originally intended for race application, hence Cosworth's involvement.[2]

'COSCAST' (Early) and GM (Later) head differences

The C20XE engine's heads came in two notable forms. The original versions that appeared for a number of years in the Astra GTE, Calibra and Vauxhall Cavalier/Opel Vectra from 1988 to 1991 were cast by Cosworth. These are usually more sought after, due to their superior casting qualities, over the GM version which was introduced some time in 1991 (appearing with the Astra GSi). One of the alleged qualities of the 'COSCAST' head is its inherent resistance to porosity; this was achieved by eliminating the presence of tiny air bubbles during the casting process. The Coscast head can be identified by a 'Coscast' logo which is stamped under the 3rd exhaust port. The GM head was manufactured by Kolben-Schmidt and featured different oil/water galleries, which required a pair of welsch plugs to be pressed in at either end. Incidentally, the presence of welsch plugs proved to be the sole means of identification for a GM manufactured head. A reinforced version of the GM head became available in the later years of the C20XE; however, these reinforcements meant that it had smaller inlet/exhaust canals than the other two.[3]

Since an engine's oil pressure is much higher than its coolant pressure, oil in a porus head has a tendency to gradually seep into the cooling galleries. A typical symptom of a porous head is usually a 'mayonnaise'-like substance in the coolant (residing on the cap). However, symptoms of a porous head have a tendency to vary, depending on the degree of porosity. Many C20XE operators have described the symptom as a curry-like residue or in more severe cases, a thick brown sludge. During the porous head debarcle, GM faced bankruptcy - therefore dealers failed to recall affected models. However, as a result, many businesses now specialise in the repair of porous GM C20XE/LET heads - by either sleeving the affected gallery or by injecting a polymer based substance into the porous region. Typically, the amount of cylinder heads that were reportedly porous remained relatively low.[4]

The early engines used round tooth cambelts, the later used square (with a plastic pre-tensioner). There are also subtle differences between the crankshaft, and visible difference in the pattern of the SFi airbox.

Motorsport

The C20XE has seen extensive use in motorsport. Typical uses for the engine have ranged from hillclimb events, to open wheel racing categories. Despite its age, it remains the powerplant of choice for many Formula 3 teams and has most recently found acclaim in the Australian F3 scene where Tim Macrow, the 2007 Australian F3 champion, drove an Opel-Spiess powered car to claim victory. Tuned by Spiess, an F3 grade C20XE is easily capable of producing 250 bhp (190 kW) in its naturally aspirated form. Many aftermarket tuners have further developed the C20XE for racing purposes. Recently, SBD Motorsport, an aftermarket tuning company based in the UK, developed a C20XE unit with a power output in excess of 290BHP.[5] Typically, the SBD built engines have seen use in Westfield and Caterham vehicles competing in various hillclimb events. The C20XE is currently used by the Chevrolet WTCC (World Touring Car Championship) team and the new Lada WTCC team. The engine is an option in Westfield kitcars.

Technical information

The breakdown of the engine name[6] is as follows:

  • C - Exhaust Emissions Level: ECE R 83 A
  • 20 - Displacement: 2 litre
  • X - Compression Ratio Threshold: X = 10.0-11.5:1
  • E - Mixture System: Electronic Fuel Injection

The engine produces 150 bhp (112 kW; 152 PS) at 6,000 rpm, with a low optimum specific fuel consumption of 232 g/kWh which is equivalent to a maximum efficiency of 37 per cent; a better efficiency than some of the diesel engines that were available at the time of its release. The valves are set at 46 degrees and are accompanied by pistons with shallow valve pockets - thereby eliminating the need for a shorter con rod hence, allowing a suitable compression ratio to be achieved. Long spark plugs are used and positioned concentric to the cylinder. Incidentally, the engine has a square bore/stroke and shares piston dimensions with the Bugatti Veyron (86mm x 86mm).

Engine C20XE
No Of Cylinders 4
Configuration Inline/Straight
Displacement 1998 cc (121.88 cu in)
Bore (mm) 86.0
Stroke (mm) 86.0
Power 150 bhp (111.9 kW; 152.1 PS)/6000 rpm
Torque 196 N·m (145 lb·ft)/4800 rpm
Compression ratio 10.8:1
Engine management Bosch Motronic 2.5/Bosch Motronic 2.8
Idle speed rpm 800-900
Max rpm 6800
Firing order 1-3-4-2

List of cars fitted with C20XE

Model Years Market
Opel Calibra 16V 1989-1994 Europe, Australia
Opel Kadett E, GSI/GTE 1988-1992 Europe - Germany, Ireland
Opel Vectra A, GTE 1988-1995 Europe, New Zealand
Opel Astra F 1991 - 1996 Europe, Australia
Vauxhall Calibra 16V 1989-1994 UK
Vauxhall Astra Mk 2, GTE 1988-1992 UK
Vauxhall Cavalier Mk 3, GSi, SRi 1988-1995 UK
Vauxhall Astra Mk 3, GSi 1991 - 1994 UK
Lada 110 1996 - Europe, Russia
Chevrolet Vectra GSi 1993 - 1996 Brazil
Holden Commodore 1988-1991 Australian export to New Zealand, Singapore, sold strictly as the Holden Berlina in those markets

References

  1. ↑ "C20XE conversion list". Robbie's Manta Site. http://www.mantamagic.com/red%20top%20conversion%20list.htm. Retrieved on 2007-07-05. 
  2. ↑ ""Interview with Dr Fritz indra"". 'www.CalibraWiki.com'. http://www.calibrawiki.com/images/d/db/Vauxhall_Calibra_Designer_Interview.pdf. Retrieved on 2008-04-13. 
  3. ↑ "Detailed GM & Cosworth difference photos". Vauxsport. http://www.vauxhall-sport-forum.com/phpBB2/coscast-vs-gm-heads-pics-t309.html. Retrieved on 2008-04-13. 
  4. ↑ "Porous GM Head Info". Scoobler. http://www.orsas.com/CarStuff/cav/index.php. Retrieved on 2008-04-22. 
  5. ↑ "SBD Website". '290+ Taper Throttle Kit'. http://www.sbdev.co.uk/Taper%20Kits/New%202.0L%20Taper%20Kits/2.0L%20TP%20kits%206th%20upgrade/2.0L%20TP%20kit%206th%20upgrade.htm. Retrieved on 2008-05-25. 
  6. ↑ ""Engine Codes Explained"". 'Topbuzz Website'. 2002. http://topbuzz.co.uk/info/engine_codes/engine_codes.htm. Retrieved on 2007-07-05. 

el:C20xe nl:C20XE

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