Repair help on my 2001 Pontiac Grand Am
3.4 v6
tech = any
question = I have replaced the intake manifold gaskets. I want to know how to
adjust the valves on the engine.
JK:
Hello and welcome. This procedure is for the 3.1 and 3.4 in many Chevy, Buick,
Pontiac and Oldsmobile models. Malibu, Classic, Lumina, Alero, Regal, Century,
Grand Prix, Montana, Transport, Venture van, Silhouette, etc.
Please see this link.
3.4 v6
tech = any
question = I have replaced the intake manifold gaskets. I want to know how to
adjust the valves on the engine.
JK:
Hello and welcome. This procedure is for the 3.1 and 3.4 in many Chevy, Buick,
Pontiac and Oldsmobile models. Malibu, Classic, Lumina, Alero, Regal, Century,
Grand Prix, Montana, Transport, Venture van, Silhouette, etc.
Please see this link.
The cylinder block is made of cast alloy iron. The cylinder block has 6 cylinders that are
arranged in a V shape. There are 3 cylinders in each bank. The cylinder banks are set
at a 60 degree angle from each other.
Starting from the front of the engine, the left bank cylinders are 1, 3, 5. The right bank
cylinders are 2, 4, 6.
Four main bearings support the crankshaft. The crankshaft is retained by the bearing
caps. The bearing caps are machined with the block for proper alignment and
clearances. The main bearing caps are drilled and tapped for the structural oil pan side
bolts.
The aluminum cylinder heads have individual intake and exhaust ports for each cylinder.
The valve guides are pressed in. The roller rocker arms are located on a pedestal in a
slot in the cylinder head. The roller rocker arms are retained on individual threaded
bolts.
The crankshaft is cast nodular iron with deep rolled fillets on all 6 crank pins and all 4
main journals. Four steel-backed aluminum bearings are used. The #3 bearing is the
end-thrust bearing.
The camshaft is made from a new metal composite design. The camshaft profile is a
hydraulic roller design. The camshaft is supported by 4 journals. The camshaft includes
an oil pump drive gear.
The pistons are cast aluminum using 2 compression rings and 1 oil control ring. The
piston pin is offset 0.8 mm (0.031 in) towards the major thrust side. This placement
allows for a gradual change in thrust pressure against the cylinder wall as the piston
travels its path. The pins are chromium steel. The pins have a floating fit in the pistons.
The pins are retained in the connecting rods by a press fit.
The connecting rods are made of forged steel. Full pressure lubrication is directed to
the connecting rods by drilled oil passages from the adjacent main bearing journal.
A roller rocker type valve train is used. Motion is transmitted from the camshaft through
the hydraulic roller lifter and from the push rod to the roller rocker arm. The rocker arm
pivots on the needle roller bearings. The rocker arm transmits the camshaft motion to
the valve. The rocker arm pedestal is located in a slot in the cylinder head. The rocker
arm is retained in the cylinder head by a bolt. The pushrod is located by the rocker arm.
The intake manifold is a 2-piece cast aluminum unit. The intake manifold centrally
supports a fuel rail with 6 fuel injectors.
The exhaust manifolds are cast nodular iron.
arranged in a V shape. There are 3 cylinders in each bank. The cylinder banks are set
at a 60 degree angle from each other.
Starting from the front of the engine, the left bank cylinders are 1, 3, 5. The right bank
cylinders are 2, 4, 6.
Four main bearings support the crankshaft. The crankshaft is retained by the bearing
caps. The bearing caps are machined with the block for proper alignment and
clearances. The main bearing caps are drilled and tapped for the structural oil pan side
bolts.
The aluminum cylinder heads have individual intake and exhaust ports for each cylinder.
The valve guides are pressed in. The roller rocker arms are located on a pedestal in a
slot in the cylinder head. The roller rocker arms are retained on individual threaded
bolts.
The crankshaft is cast nodular iron with deep rolled fillets on all 6 crank pins and all 4
main journals. Four steel-backed aluminum bearings are used. The #3 bearing is the
end-thrust bearing.
The camshaft is made from a new metal composite design. The camshaft profile is a
hydraulic roller design. The camshaft is supported by 4 journals. The camshaft includes
an oil pump drive gear.
The pistons are cast aluminum using 2 compression rings and 1 oil control ring. The
piston pin is offset 0.8 mm (0.031 in) towards the major thrust side. This placement
allows for a gradual change in thrust pressure against the cylinder wall as the piston
travels its path. The pins are chromium steel. The pins have a floating fit in the pistons.
The pins are retained in the connecting rods by a press fit.
The connecting rods are made of forged steel. Full pressure lubrication is directed to
the connecting rods by drilled oil passages from the adjacent main bearing journal.
A roller rocker type valve train is used. Motion is transmitted from the camshaft through
the hydraulic roller lifter and from the push rod to the roller rocker arm. The rocker arm
pivots on the needle roller bearings. The rocker arm transmits the camshaft motion to
the valve. The rocker arm pedestal is located in a slot in the cylinder head. The rocker
arm is retained in the cylinder head by a bolt. The pushrod is located by the rocker arm.
The intake manifold is a 2-piece cast aluminum unit. The intake manifold centrally
supports a fuel rail with 6 fuel injectors.
The exhaust manifolds are cast nodular iron.
| 3.1 L and 3.4 L V6 engine mechanical system description. |
| How to torque / adjust pushrod valve and rocker arms on 3.1L and 3.4L V6. Chevy, Pontiac, Buick and Oldsmobile models. |
