Tweet
NEW OR CHANGED
3400 3.4L V-6 (LA1) Car and Truck Engine
2004 Model Year Summary
• Graphite Cylinder Head Gaskets
• Improved Water Pump
• Improved Sealing
• Improved Cam Bearings
• Improved Starter for Minivans and Sport-Utility Vehicles
• More Efficient Catalytic Converter
• Air Injection Reaction (AIR) Eliminated on Minivans for European Export
• Improved Bearings
• Improved Flywheel
• Changes for Common Assembly with 3500 High Value V-6
• Production shifts to Tonawanda, N.Y. Engine Plant
• Improved Water Pump
• Improved Sealing
• Improved Cam Bearings
• Improved Starter for Minivans and Sport-Utility Vehicles
• More Efficient Catalytic Converter
• Air Injection Reaction (AIR) Eliminated on Minivans for European Export
• Improved Bearings
• Improved Flywheel
• Changes for Common Assembly with 3500 High Value V-6
• Production shifts to Tonawanda, N.Y. Engine Plant
FULL DESCRIPTIONS OF NEW OR CHANGED FEATURES
GRAPHITE CYLINDER HEAD GASKETS
The 3400 V-6 is now equipped with graphite head gaskets. The gaskets feature a layer of graphite applied over the perforated stainless steel core to enhance gasket durability and optimize performance over the life of the engine. The graphite improves performance at all temperatures and provides excellent sealing, compression recovery and coolant resistance. Moreover, the gaskets have a thicker flange than before to improve durability.
The 3400 V-6 is now equipped with graphite head gaskets. The gaskets feature a layer of graphite applied over the perforated stainless steel core to enhance gasket durability and optimize performance over the life of the engine. The graphite improves performance at all temperatures and provides excellent sealing, compression recovery and coolant resistance. Moreover, the gaskets have a thicker flange than before to improve durability.
WATER PUMP
The 3400 V-6’s water pump has been redesigned to improve performance and durability. The impeller is thinner and lighter, and manufactured from stamped steel rather than cast iron. The impellor shaft is also thinner (12 mm compared to 15.9 mm). This reduces the size and surface area of the pump seal, reducing potential for seal leakage. Finally, the pump features a “weep reservoir,” or drip collector. Most water pump seals are designed to release a few drops of coolant at a constant rate. With the drip collector, the drops are contained and evaporate, and the drips are less likely to be mistaken for a leak.
The 3400 V-6’s water pump has been redesigned to improve performance and durability. The impeller is thinner and lighter, and manufactured from stamped steel rather than cast iron. The impellor shaft is also thinner (12 mm compared to 15.9 mm). This reduces the size and surface area of the pump seal, reducing potential for seal leakage. Finally, the pump features a “weep reservoir,” or drip collector. Most water pump seals are designed to release a few drops of coolant at a constant rate. With the drip collector, the drops are contained and evaporate, and the drips are less likely to be mistaken for a leak.
IMPROVED SEALING
Most gaskets on the 3400 V-6 have been improved, including the head gaskets and water pump seal (above) and intake manifold gaskets. The manifold gaskets are designed to reduce the chance of misalignment during assembly and improve build quality, and they have been optimized to prevent coolant seepage. Moreover, the gaskets have been redesigned with more durable seal materials and a dual sealing bead around the coolant crossover ports.
Most gaskets on the 3400 V-6 have been improved, including the head gaskets and water pump seal (above) and intake manifold gaskets. The manifold gaskets are designed to reduce the chance of misalignment during assembly and improve build quality, and they have been optimized to prevent coolant seepage. Moreover, the gaskets have been redesigned with more durable seal materials and a dual sealing bead around the coolant crossover ports.
IMPROVED STARTER FOR MINIVANS AND SPORT-UTILITY VEHICLES
Starters for 3400s in the Buick Rendezvous, Chevrolet Venture, Pontiac Aztek and Montana and Oldsmobile Silhouette feature a new solenoid design. With all-wheel-drive, the solenoid in these vehicles can be exposed to the “splash path,” or the area were water is thrown up by the drive wheels. The solenoid now has a vent, which allows any collected moisture to dissipate quickly, ensuring peak starter performance during cold cranking.
Starters for 3400s in the Buick Rendezvous, Chevrolet Venture, Pontiac Aztek and Montana and Oldsmobile Silhouette feature a new solenoid design. With all-wheel-drive, the solenoid in these vehicles can be exposed to the “splash path,” or the area were water is thrown up by the drive wheels. The solenoid now has a vent, which allows any collected moisture to dissipate quickly, ensuring peak starter performance during cold cranking.
MORE EFFICIENT CATALYTIC CONVERTER
The catalytic converter for the 3400 V-6 has been improved to perform more efficiently with less precious metal in the catalystÂ’s substrate.
A combination of metals such as platinum, palladium and rhodium in the substrate create the chemical reaction the turns exhaust emissions into carbon dioxide and water vapor. For 2004, this combination has been reformulated using more of the common varieties of these metals and less of the rarest types. The metal reformulation means equal or improved catalytic converter performance with a reduction in the overall quantity of precious metals and a significant reduction in cost.
The catalytic converter for the 3400 V-6 has been improved to perform more efficiently with less precious metal in the catalystÂ’s substrate.
A combination of metals such as platinum, palladium and rhodium in the substrate create the chemical reaction the turns exhaust emissions into carbon dioxide and water vapor. For 2004, this combination has been reformulated using more of the common varieties of these metals and less of the rarest types. The metal reformulation means equal or improved catalytic converter performance with a reduction in the overall quantity of precious metals and a significant reduction in cost.
AIR INJECTION REACTION (AIR) ELIMINATED
The AIR system has been removed from 3400 V-6s in GM minivans built for European export. These 3400s were the last equipped with AIR.
The AIR system has been removed from 3400 V-6s in GM minivans built for European export. These 3400s were the last equipped with AIR.
AIR was used to lower exhaust emissions by injecting warm, fresh air into the combustion process to create an exothermic reaction. The reaction warmed the catalytic converter more quickly, speeding catalyst light off and reducing emissions during cold starts—a critical phase in certification tests. AIR has become redundant thanks to efficiency improvements in catalytic converters, spark plugs, oxygen sensors and engine management calibration, and the 3400 meets all EEU emission mandates without it. Eliminating AIR reduces cost and mass and eliminates a potential source of warranty claims.
IMPROVED CAM BEARINGS
The 3400 V-6 camshaft bearing will be manufactured with Al-Tin, an alloy with more aluminum and tin content than conventional bearing material. The new bearings are lighter and more durable, and designed to reduce both noise and friction, thereby improving overall engine efficiency.
The 3400 V-6 camshaft bearing will be manufactured with Al-Tin, an alloy with more aluminum and tin content than conventional bearing material. The new bearings are lighter and more durable, and designed to reduce both noise and friction, thereby improving overall engine efficiency.
IMPROVED FLYWHEEL
The 3400Â’s flywheel has been redesigned with an assembled retainer and a revised flex-hole design that doubles its rotary bending ability. The new flywheel is lighter than the previous part, and the new retainer increases assembly efficiency. Moreover, the flywheel is now common to both the 3100 V-6 (RPO LG
and the new 3500 High Value V-6 (RPO LX9).
The 3400Â’s flywheel has been redesigned with an assembled retainer and a revised flex-hole design that doubles its rotary bending ability. The new flywheel is lighter than the previous part, and the new retainer increases assembly efficiency. Moreover, the flywheel is now common to both the 3100 V-6 (RPO LG
and the new 3500 High Value V-6 (RPO LX9).CHANGES FOR COMMON ASSEMBLY WITH 3500 HIGH VALUE V-6
Like the flywheel, dozens of 3400 V-6 parts have been changed to allow common assembly with the new 3500 High-Value V-6. These parts range from fasteners such as cylinder-head and manifold bolts to electrical connectors. There have also been minor casting revisions for the 3400. Such common parts reduce corporate inventory, streamline procurement practices and contribute to a common objective every automobile buyer understands: less assembly time and lower cost for a better product, which ultimately translates to more value for the customer.
Like the flywheel, dozens of 3400 V-6 parts have been changed to allow common assembly with the new 3500 High-Value V-6. These parts range from fasteners such as cylinder-head and manifold bolts to electrical connectors. There have also been minor casting revisions for the 3400. Such common parts reduce corporate inventory, streamline procurement practices and contribute to a common objective every automobile buyer understands: less assembly time and lower cost for a better product, which ultimately translates to more value for the customer.
PRODUCTION SHIFTS TO TONAWANDA, N.Y. ENGINE PLANT
With introduction of the 3500 High Value V-6, production of the 3400 will be concentrated at the Tonawanda, N.Y. engine plant (the worldÂ’s largest automotive engine assembly site). The 3500 will be built exclusively at Ramos Arizpe, Mexico. That plant will continue to manufacture some 3400s for minivans and sport-utility vehicles, but 3400 production will be concentrated at Tonawanda.
With introduction of the 3500 High Value V-6, production of the 3400 will be concentrated at the Tonawanda, N.Y. engine plant (the worldÂ’s largest automotive engine assembly site). The 3500 will be built exclusively at Ramos Arizpe, Mexico. That plant will continue to manufacture some 3400s for minivans and sport-utility vehicles, but 3400 production will be concentrated at Tonawanda.
OVERVIEW
The 3400 V-6 was launched in the 1996 Chevy Venture, Olds Silhouette and Pontiac Montana. Developed from the 60-degree 3100 V-6, the 3400Â’s cylinder bore is increased by slight more than three millimeters, in turn increasing overall displacement 218 cc. The 3400 was first used in a passenger car in the 1999 Pontiac Grand Am., and its application has expanded steadily since.
The 3400 V-6 was launched in the 1996 Chevy Venture, Olds Silhouette and Pontiac Montana. Developed from the 60-degree 3100 V-6, the 3400Â’s cylinder bore is increased by slight more than three millimeters, in turn increasing overall displacement 218 cc. The 3400 was first used in a passenger car in the 1999 Pontiac Grand Am., and its application has expanded steadily since.
For model year 2003, the 3100 added iridium spark plug technology. These plugs have an iridium core in the conductor to maintain spark density over their 100,000-mile life, helping ensure the same fuel efficiency and emissions performance over the last 10,000 miles as the first. Required maintenance was further reduced with refinements to GM’s industry-leading Oil Life System. The Oil Life System records and analyzes a number of variables, including engine speed, temperature, load or rpm variance, and period of operation at any given load and temperature, then calculates oil degradation and recommends an oil change when the oil is near the end of its useful life—rather than according to a predetermine mileage interval. The Oil Life System had proven so effective the upward limit on the oil change interval for the 3400 was removed. The owner’s manual in cars equipped with the 3400 continues to recommend an oil change at least once a year.
Volume increased substantially in 2002, when the 3400-powered Buick Rendezvous was introduced. The 3400 also powered new all-wheel-drive versions of the Venture, Silhouette and Montana and with new applications came several enhancements. Control systems were updated with state-of-the-art electronic circuitry. The 3400 was significantly revised for model year 2001 in preparation for use in the Pontiac Aztek, and exhaust emissions were a key target. Improved technology increased the catalytic converter's efficiency, allowing national Low Emissions Vehicle (NLEV) certification with considerably less catalyst volume and lower cost. The 3400 has since surpassed all emissions mandates without the use of Air Injection Reaction.
The 3400 V-6’s success in the marketplace proves that refined overhead valve engines, continually improved with advanced technologies, can meet customer demand for good specific output, a broad torque band, economy and durability, at reasonable cost to both the corporation and the customer.