Cisco Catalyst ME 3. Clock Beat Amplifier Software Free here. Overview & Configuration - 2. In This Mini Guide i will try to explain the main differences between regular common used switches such as 2. RARE special ordered Light Yellow over Black leather sport seats. Last year for the USA 911 Turbo until 1986, this well documented example has only 14,994 original miles!
1995 — Series II 3800 introduced with revised, lighter block, cross-bolt main bearing caps, lighter pistons, a higher compression ratio (9.4:1)and shorter steel rods. It also had improved cylinder heads with bigger valves, a composite plastic intake manifold, revised accessory mountings on the engine, dual knock sensors, improved oil seals and a plastic engine cover to muffle noise. 1996 — Supercharged Series II 3800 gets a bigger supercharger for more boost and power (240 hp). 2004 — Series III L26 3800 V6 introduced, with electronic throttle control, returnless fuel injection, stronger powder metal connecting rods, and an aluminum upper intake manifold to replace the troublesome plastic intake manifold.
Applications include the 2004-’08 Pontiac Grand Prix, 2005-’08 Buick LaCrosse and 2006-’08 Buick Lucerne. An L32 Supercharged Series III 3800 also is introduced, rated at 260 hp in the Pontiac Grand Prix GT and GTP.
2008 — End of the road for the 3800. Production will cease this year, with the 3800 being retired to the big boneyard in the sky. The engine will be replaced with the naturally aspirated LZ4 3500 OHV V6, or the LY7 3600 DOHC V6 in vehicles that used the supercharged 3800. Grmculfrer Es Dvd Iso Download. Service Issues One of the reasons why the 3800 has had such a long production run is that it has been a very reliable, trouble-free engine for the most part.
Many of these engines have racked up well over 200,000 miles with normal maintenance. One of the few trouble spots has been coolant leaks on the Series II 3800 engines with the plastic intake manifold. The OEM intake manifold gasket tends to deteriorate after 60,000 or so miles in the area that seals the cylinder head coolant passage to the manifold. The seepage of coolant past the leaky gasket leads to overheating, and may cause bearing damage if coolant leaks down into the lifter valley and gets into the crankcase. The fix is to replace the OEM gasket with an improved aftermarket gasket, or the revised OEM gasket (P/N 89017554) per GM bulletin 04-06-01-017 issued in May, 2004.
The coolant leakage problem has been blamed on a number of factors, including coolant neglect and a less-than-robust OEM intake manifold gasket design. Though Dex-Cool is supposed to last up to five years or 150,000 miles, some say changing the coolant every two years can avert many of the problems that occur with aging coolant. Also, if the coolant level gets low, oxygen mixes with the coolant, which tends to cause problems with Dex-Cool. On these engines, it’s not a bad idea to add a bottle of cooling system sealer to the cooling system for preventive maintenance, whether the coolant needs changing or not. The sealer will circulate with the coolant and hopefully stop any small seepage leaks in the intake manifold gasket from getting any worse, at least for a while. This may save your customer the expense of having to replace the intake manifold gasket.