From the December 1983 issue of Car and Driver.
As Buick’s general manager, Lloyd Reuss mostly gets what Lloyd Reuss wants, and what Lloyd Reuss wants is turbos, more turbos, and better turbos.
If some of the early Buick V-6 turbos were okay in output but only so-so in behavior, the 1984 iteration in the Regal T Type is possessed not only of very pleasing everyday behavior but also of stirring, long-legged muscle—a full-house 200 horsepower worth from its 3.8 liters. Most important, Buick is giving us a look at tomorrow’s technology.
When last we looked at the V-6 turbo (C/D, July 1983), it was in a Riviera T Type, and although it felt like a V-8, it felt like one with big flat spots in its power curve because its various engine controls were in need of better coordination. Now, with the addition of sequential port fuel injection (hence the “3.8 SFI Turbo” designation), a mass-airflow sensor, a tuned intake manifold, an electronically controlled waste gate, and a computer-controlled coil ignition, the V-6 feels like a very strong V-8 with virtually no drivability problems. That old “I think it’s missing on one or two cylinders” feeling has been eliminated.
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The first link in the new chain of engine command is an electronic control module that monitors engine load, vehicle speed, rpm, detonation, water temperature, exhaust oxygen content, incoming airflow, and throttle position. The module then generates its own electronic signals to adjust ignition timing, idle speed, boost pressure, exhaust-gas recirculation, torque-converter lockup, and air-fuel ratio.
The sequential port fuel injection meters fuel precisely to the individual cylinder ports via Bosch injectors keyed electronically to sensors on the cam and the crank. Most injection systems use simultaneous double-fire fueling, firing all the injectors at once or half of them once per engine revolution, meaning twice for each full cycle. Buick’s injectors remain open twice as long, allowing more precise control; this is particularly useful during coasting and idling, when little fuel is flowing. And since the SFI system stops the flow the moment the ignition is cut, any tendency to dieseling is stopped in its tracks. SFI is more complicated and more expensive than simultaneous injection, but its payoff in efficiency is substantial.
Complementing the more precise injection system is Buick’s new mass-airflow sensor, developed jointly with GM’s AC Spark Plug Division. Inside the sensor a solid-state grid coated with a conductive nickel film is constantly heated by a controlled electric current to 75 degrees Fahrenheit above the temperature of the incoming air; since air flowing over the grid conducts heat away from it, the amount of current required to maintain the 75-degree differential provides a precise measure of the mass flow of air through the sensor. This airflow information—which is far more accurate than conventional mechanical sensors can provide—is fed to the engine-control computer, which determines the fuel-flow requirements.
Like the mass-airflow sensor, Buick’s computer-controlled coil ignition is the first of its kind in Detroit. Eliminating the familiar distributor, the system incorporates three coils that each fire two park plugs; the sequential firing of the coils is timed very precisely by virtue of sensors on the crank and the cam, which in turn talk to the master module.
Buick’s spark control is also regulated electronically, and the system includes a piezoelectric sensor that picks up detonation-induced vibration and tells the electronic control module either to retard timing or to reduce turbo boost (via the electronic waste gate), depending on engine speed and load. Boost as high as fifteen pounds (!) can be allowed for brief periods (premium fuel is recommended). Only 1.9 seconds is needed to reach full boost in the 1984 turbo V-6, down from 3.4 seconds, according to Buick. A new camshaft provides more horsepower on the top end and delivers 300 pound-feet of torque.
The results in the 3452-pound Regal are 0 to 60 mph in eight seconds flat, the quarter-mile in 15.9 seconds at 87 mph, and a top speed of 116 mph. Unfortunately, our heavy feet mashed the Regal T Type’s fuel economy all the way down to 11 mpg. Sorry, Mr. Reuss, but it’s just a lot of fun to get bossy with your responsive engine. With less weight to haul and a more aerodynamic body to propel, your V-6 turbo could be a worldbeater.
Specifications
Specifications
1984 Buick Regal T Type
Vehicle Type: front-engine, rear-wheel-drive, 5-passenger, 2-door sedan
PRICE
Base/As Tested: $12,130/$14,232
ENGINE
turbocharged V-6, iron block and heads, port fuel injection
Displacement: 231 in3, 3791 cm3
Power (SAE net): 200 bhp @ 4000 rpm
TRANSMISSION
4-speed automatic
DIMENSIONS
Wheelbase: 108.1 in
Length: 200.6 in
Curb Weight: 3452 lb
C/D TEST RESULTS
60 mph: 8.0 sec
100 mph: 23.7 sec
1/4-Mile: 15.9 sec @ 87 mph
Top Speed: 116 mph
Braking, 70–0 mph: 202 ft
Roadholding, 282-ft Skidpad: 0.76 g
C/D FUEL ECONOMY
Observed: 11 mpg
Nguồn: Chi tiết
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