ou on trouve un 3.4 twin cam
je voudrais commencer un projet pour lété prochain mais je lacheterais maintenant
Si tu veux un Twin Cam, tu parles d'un 3400 non ?
Si je me souviens bien, les moteur GM qui sont connus sous une appellation à une décimale comme les 2.8, 3.4 3.8 4.3 et autres sont des moteurs à Push Rods, alors que ceux connus sous une appellation en Centimètre cubes (3400, 3800 et autres) sont des moteurs à arbre(s) à came en têtes.
Le LQ1, DOHC, se retrouve dans plusieurs modèles. Voici ce que dit Wikipedia sur lui et son évolution. J'aime bien la dernière phrase
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The LQ1 (also called the Twin Dual Cam or TDC) was a 3.4 L DOHC V6 motor ("X-code") based on the aluminum headed second generation of GM's 60° engine line, sharing a similar block with its pushrod cousins, the 3.1 L LH0 V6 and the then recently retired 2.8 L LB6 V6. The motor was built only for front wheel drive applications, and was featured exclusively in the first generation of GM's W-body platform.
It was built from 1991 to 1997. From 1991 to 1993, it used tuned multi-port fuel injection, 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 balance shaft, which is mounted in the same slot that the camshaft would go in on any of the pushrod engines in the 60-degree family. Adapting a pushrod 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 auto mechanics,[1] as important maintenance such as spark plug and timing belt changes is very troublesome, especially on later models. Spark plug changes for the three rear cylinders 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.
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 shorter intake runners, cloverleaf combustion chambers, and larger "pill"-shaped exhaust ports. Camshafts and cam timing were also revised for the new, higher RPM powerband.
Optional from 1991 to 1993 was a Getrag 284 5-speed manual transaxle, which was also exclusive to the GM W platform and was available only with the LQ1. The electronically controlled Hydramatic 4T60-E 4-speed automatic transaxle 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 Chevrolet Lumina Z34 and the Euro 3.4 sedan
1991–1996 Oldsmobile Cutlass Supreme
1991–1996 Pontiac Grand Prix
1995–1997 Chevrolet Monte Carlo Z34
1995–1996 Chevrolet Lumina LS
1997 Chevrolet Lumina LTZ
1990 Pontiac Fiero prototype (was all set and ready for production, but GM canceled the project at the last minute)[citation needed]
On 1997 and later Grand Prix models, and 1998 and later Lumina and Monte Carlo models, the LQ1 was replaced by the 3800 Series II (RPO code L36) on the engine roster. With a minimal decrease in power output over the LQ1 on a traditional OHV setup, this Buick-designed V6 already had a reputation for reliability in its other applications, is much less troublesome to work on, combined with a very heavy after market performance support, the 3800 series II remains a favorite engine swaps for Fieros."Le L36, V6 3800 60 degrés, a été livré dans les Camaro jusqu'en 2002, donc facile à trouver chez les recycleurs de pièces. Tant qu'à te lancer dans ce genre de swap, si tu ne veux pas de supercharge, j'irais avec un 3800. Tu auras bersoin de fabriquer ou acheter des pattes de moteur, faire une couette de fils, relocaliser l'alternateur et autres plaisirs pour faire un swap
Il est très bien documenté sur Pennock.
