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GM fitted the affected vehicles with redesigned spark plug wire retainers. [6] These engines were noted for having problems with the plastic upper intake manifold cracking around the EGR passage. The engine would then hydrolock. The lower intake gaskets and upper intake manifolds were revised, correcting all these issues.
A redesigned cylinder head and manifold for improved air flow. Variable exhaust valve timing (the LW2 engine only had variable intake valve timing) Specially-developed fuel injectors. New pistons with pentroof-style centre-domes and valve eyelets for a higher compression ratio of 12.2:1 (compared to 10.2:1 for the dual fuel engine).
It uses Sequential fuel injection, has roller tappets and features forged steel connecting rods, a one-piece cast camshaft, and either a cast aluminum or reinforced plastic intake manifold. The 3.3 has a timing chain, and is an interference engine meaning that the valves will collide with the pistons in the event of a timing chain failure.
It came equipped with 1.84-inch (46.7 mm) intake valves and 1 + 1 ⁄ 2-inch (38.1 mm) exhaust valves. The 229 cu in (3.8 L) V6 was only equipped with a 2-barrel carburetor. For 1980, the 229 cu in (3.8 L) used a mechanical Dualjet. From 1981 to 1984, the electronic Dualjet was used along with the GM's CCC (Computer Command Control) system. The ...
The 250 engine continued to be used in GM trucks until 1984, after which it was replaced by the 4.3 L V6 (essentially a 350-cubic-inch (5.7 L) Chevy small-block V8 with the two rear cylinders removed). It was also used in a number of large sedans by Chevrolet of South Africa until 1982.
The High Value engine family from General Motors is a group of cam-in-block or overhead valve V6 engines.These engines feature cast iron blocks and aluminum heads, and use the same 60° vee bank as the 60° V6 family they are based on, but the new 99 mm (3.90 in) bore required offsetting the bores by 1.5 mm (0.059 in) away from the engine center line.
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