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3.4L and 3.1L V6 Engine Sensor Locations
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Save to lightbox. Generic Car Engine Diagram, on a green page background, in the style of an car engine manual. A Magnificent Palace Car. The Indicator Diagram of a Gas Engine. Large Grape Vines.Jizan airport latest news
Franklin Car Franklin. Date Issued: Place: Syracuse, N. Publisher: H.Three cylinder engines are a big deal now. But why is that?
3.4L And 3.1L V6 Engine Systems Operation
An inline three-cylinder engine is essentially a straight six engine lopped in half. Normally in a straight sixthe two outer cylinders reach top dead centre TDC in unison, with the other four cylinders reaching specific angles of rotation to balance the primary forces, secondary forces and rotational torque of the engine nicely.How Car Engine Works
This means that the primary and secondary forces are balanced vertically, but the torque over the reciprocating pistons is not matched in unison like in an I6. Instead, the engine is trying to naturally rotate and flip over on itself. So to avert this, a balancing shaft is needed to counteract the twisting force. The torque inbalance shared with inline-five engines makes for a rattling powertrain as the engine tries to rock from end-to-end, even when balanced as much as physically possible.
This is due to the weight of the balancing shaft that the crankshaft has to work against, making these engines less free-revving than their more-balanced counterparts. Counterweights can also be machined into the crankshaft itself but they also add weight, decreasing its ability to rotate freely. Also, due to the fact that ignition occurs every degrees, the crankshaft journals are spaced degrees apart.
This means that there will be a significant proportion of crankshaft rotation 60 degrees when no power stroke is occurring. That reciprocatory feature leads to the lack of smoothness in power delivery and large amounts of vibration that three-cylinder engines are notorious for. The rough-running engine behaviour will be emphasised at lower engine speeds especially, due to the lack of power strokes occurring. Despite these shortcomings, there are plenty of reasons why many manufacturers these days are choosing three-cylinder engines.
For example, BMW uses the three-cylinder powertrain from the Mini in its i8 hybrid sports car. In terms of performance, one less cylinder than a standard inline-four engine makes for a decrease in frictional losses from the moving components. This factor along with smaller displacements amounts to strong economy figures.
With the reduced manufacturing costs when compared to an I4, the next few years could become the heyday of the three-cylinder engine until the next leap in IC technology occurs. Have you ever owned a three-cylinder car?
Does a smaller displacement three-pot appeal to you over a more generic inline-four? Please confirm you agree to the use of tracking cookies as outlined in the Cookies Policy.I had on in the Buck Century I owned.
It needed the intake manifold gasket replaced once, but after that, it was a fine motor that gave me no problems. The car hadmiles on it when I sold it, and it still started and ran fine.
As noted above the 3. A conventional V engine with a single camshaft and pushrods. Nothing sexy or exciting about them, just a reliable workhorse. Had one in my 98 Lumina, needed a intake, as most do, sooner or later.L28 turbo
It was a great car and still ran fairly well when I sold it with k True story: the spark plugs were in the car for over k and still ran well and passed illinois smog testing. Had one in my '92 Cutlass Ciera. It was the best thing about that car—the transmission it was attached to was the worst thing!
I recall that it had batch-fire, as opposed to sequential MPFI for theso the larger displacement engine got at least the MPG of the smaller 3. After a decade or so, you ought to have a design mostly free of glaring weaknesses. I drove it like I stole it. The 3. They also offered a 3. All are cam-in-block with pushrods with 2 valves per cylinder. Nothing fancy, proven technology. Smooth with reasonable power. It will run a long time as other posters here have said.
His race cars used un-touched engines with well overmiles. Never had an engine fail.The coolant is mixing with the engine oil. Engine damage will occur. Most likely the intake manifold gaskets. I've replaced the water pump, thermostat, and belt, however it keep losing antifreeze and heat. I've taken it to several mechanics telling me that there were different issues each time. The last diagnosis I received was that I may have a cracked gasket.
Also may have a blown head gasket. For the post on the possible reason for not being able to start your car again after getting hot is probably your cylinder valves they are probably not getting compression causing your car to heat up. I have yellow and purple connection but don't remember where it goes.
It's on the back side next to the fire wall. They go from the back side lower part of the engine, to the ignition control module. Can i swap heads from a impala 3.N+ 1/( n- 1 simplify
Thanks in advance for advice. Will the 3. But you need to look at all the electrical connections to see if they are the same. If not, that would require a lot of work to get i to run right.
Also some of the brackets are diferent. We have a Pontiac grand am gt 3. Replaced the PCS and now it is shifting harder than it was before.
Transmission is fine otherwise. Changed fluid and filter, ran seafom trams cleaner thru it.
Here's The Problem With Three-Cylinder Engines
Still doing it. Now looking at the mass air flow censor. Question is I have been told by several tranny experts that the hose from the mass air flow sensor could have a vacuum leak.All of these engines are valve cam-in-block or overhead valve enginesexcept for the LQ1 ; which uses 24 valves driven by dual overhead cams. These engines vary in displacement between 2.
Production of these engines began in and ended in in the U. This engine family was the basis for the GM High Value engine family. These engines have also been referred to as the X engines due to their first usage in the X-body cars.
This engine is not related to the GMC V6 engine that was designed for commercial vehicle usage. This "clean sheet" design was introduced in and versions were produced through Two different blocks with minor differences were developed:. Like the rest of the Generation I engines, they were updated in with larger main journals for durability, along with multi-point fuel injection or E2SE carb and OBD I.
Production of the Generation I transverse engines ended in The 2. It was a transverse version produced from through for the A-body and X-body cars. The standard "X-code" engine for this line, it used a two-barrel carburetor. Introduced inthe 2. The L44 was produced from toreplacing the LH7. It was the first transverse 2. The LB6 engine was introduced in to replace the original LE2. The LG6 "D-code" was produced from to in both transverse and longitudinal applications.
It used throttle-body fuel injection and iron heads. The longitudinal versions had minor differences from the transverse engines on which they were based.
Like the rest of the family, larger journals appeared inalong with multiport fuel injection for the F-body LB8 version. TBI was added for the truck version in Production of the 2.
GM's performance-parts division continued production of a related crate engine after Typical engine data sensor and control component locations on the GM 3. Click on numbers below image for a description. Fuel pressure regulator 2. Mass Airflow sensor MAF 4.
Throttle Body 5. Fuel Injector 7. PCV Valve 8. Coolant Temp sensor ECT 9. Evap Purge Solenoid EGR Valve Question: I have a Pontiac Grand Prix that stopped running, I have put a new fuel pump, and new computer box on it, but it still wont start.
Do you have spark, fuel pressure, injector pulse, theft or security light on dash, etc. You need to start by diagnosing the basics. Car stared missing, was told it was EVAP purge solenoid. Replaced it and drove fine for short time and problem started again and again was told it was EVAP purge solenoid. Why is this happening over and over again.
What can I do? The purge solenoid would not be causing an engine misfire. It would cause a check engine light yes, but not affect the way the engine runs. I have a Buick Century and in the last month or so the engine started making a noise that sounds as if it were literally was a diesel engine. When opening the hood one might there was very little or no oil coming up to top end.
This would also cause a misfire on that cylinder. Removing valve covers for inspection seems the next step after checking oil pressure. How do I remove the TPS shaft from the throttle body? It appears stuck from the right side as viewed from the drivers side. The little piece will not come apart on that side to release the shaft. If you are trying to remove the throttle plate shaft from the body, it cannot be done. If you have a problem, the throttle body needs to be replaced as an assembly.
The temperature sensor? Cannot be the temperature sensor or thermostat. If the coolant is low, you have a leak and need to get it inspected closely. If it is not low, then you may have a level sensor problem. The light flashed low coolant all the time and it has plenty of coolant and its not running hot at all. The low coolant level sensor is in the passenger side of the radiator. Below the radiator cap. It is a square black sensor that snaps into the radiator and held with a clip. I have a chevy impala and temp gauge rises to the red but I don't heard any over heating or boiling noises but I do hear a kind of hissing noise.
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