PontiacBonnevilleClub.com

It seems like you have not really organized your project.

To give you better information we need a little from you.

Let's start with the basics:

Reliability; From your posts I will assume you want a low maintenance daily driver.

Performance; What are your goals? Hp? Torque? Low end grunt or high revving rocket?

Cost; How fat is your wallet? $ you can invest?

Other things to consider; What are your mechanical/fabrication skills? Can you do the work yourself or will you need to farm it out? (Affects budget.)

Answers to this may help focus the discussion to better help reach your goals.

As far as organizing, I have loose goals, but my goals will change when I find out the feasibility of going different routes. Im asking on here to help figure out what my goals should be. Theres a lot of options that might be better choices than what my original concept was.

As far as performance, my goal was just a decent power increase. Maybe 30-50 hp. I want some more midrange power so the engine doesnt lose steam so quickly above 3000rpm. I want a turbo as opposed to an s/c because itll be an interesting project and its not as common.
I started this thread because I wanted to know about the theoretical potential for my current motor. At this point it seems out of the question to use it for a lot of reasons. I still have a goal of making do with the things I have spent money on such as the 1200 dollar transmission rebuild. I could not justify getting rid of it because of the investment.

Fabrication isnt an issue. Im not doing this alone, my dad is a mechanic and a millwright and can do a lot of machining himself at his shop, and we know a good welder that can help us out too.

For cost, as little as possible obviously, but this will be done over time, so I could realistically invest 1000-1500. Maybe more if I bought a parts car that would apply to our 96 SE and split the cost with my parents.

Thanks to everyone for the help so far!

I highly recommend an L67 engine for you and what you want to do... This will keep you reliable with the HP increase and will give you more room to improve for the future

Would it be a possibility to use an L67 with the appropriate PCM and delete all the trans values except the lock up?

To answer the original question, I've run as high as 15psi on the Zilla. Another option to keep the EGR would be to use an empty M62 housing as the upper.

However, the practical solution would be to buy an SSEi or swap in an L67, then Turbo or whatever.

Ill use an L67 so I can build it and keep my car intact the way it is. I want to use my tranny though. Will it be possible to use a newer engine and PCM and have it adapted to work with my tranny? Ive read that my tranny is good up to 230lb/ft of torque, but if I can swap parts from a 4T60-E it should be good until 280lb/ft. Is that possible as well? Also, I read that the series 2 flywheel will not bolt up to my flywheel without redrilling the bolt holes. I want to do this the best way I can but I dont want to lose all of my current investment.

The only way to use all of the 60E parts inside your trans is to disassemble your entire trans... And even then the 4T60 and the 4T60E are pretty close to the same..

The trans you have can be built to take the abuse tho... But you'll have to fork out the $$$$ to have it built for the performance you want to toss at it..

Its almost easier toy set your drivetrain aside and install a complete L67 Powertrain PCM included... I don't know how else to say it..

Thats not good. If the parts are mostly similar then couldnt I upgrade the weakest parts only? I was hoping for something like upgrading the differential or something I could do myself. I think its starting to sound unreasonable to use anything from my existing powertrain... Ide rather ask on here than spend a ton of money to find out it was a waste or worst get stranded with a blown engine.

You will find it alot easier to do the whole swap, including the cradle if possible (axles as well). It'll all bolt right up. Your most difficult work at that point will be the wiring harness/PCM. You'll be OBD2 when you're done, with the ability to tune.

I agree Willwren...

To install the Supercharged Diff in the 4T60 the trans would have to come apart from end to end..

Alright. If I went that route, what kind of money would I be able to get for my tranny and engine? It will bolt up to any L27 engined car if right parts were swapped to it. The tranny has about 3k kms on it since the rebuild.

Not alot of demand for the LG3 and LN3 any more. Even the L27 for that matter. A wrecker may give you a couple hundred max, but they'll want to see the motor running first, and maybe even want to pull it themselves.

Found some interesting videos.

http://www.youtube.com/watch?v=3Nd0J_4iFkw

http://www.youtube.com/watch?v=FaKNPjPU ... re=related


There is an aluminum upper intake afterall...

http://www.youtube.com/watch?v=iVdN627d ... annel_page

That guy was Banned from Le Sabre T forums... He is a member here to unless we banned him.. I forget..

On the Aluminum upper intake.. Yes there is an L27 Aluminum upper... 90-92 L27's all had them... All of them were EGR'less so there is no provision for the EGR port..

In the Vid with the Bonneville he had a lot of the info wrong.. I posted in it and was told to get lost.. A couple of my replys were deleted...

I think you are looking for every reason on earth to Turbo your configuration.. The Videos you posted, I followed a lot of what he was doing to those cars... There was and is a lot more to his set up than you think..

I'm not going to stop you from throwing a turbo at the car.. But be warned, nothing you have was designed for boost..

Actually he asked to be removed from LesabreT.com and willwren banned him here.38 Its too bad because he had the fastest FWD 3800 H-body in the world. That was back 4 years ago. Before 8-Ball. I am not sure who was faster but I think steves L67 BLT ran low 12's also. I personally kept in touch with him through emails and followed everything he did. There is more work than you would be willing to do. He was using a TDO6 mitsu turbo which when you talk to the DSM people will tell you its an old out of date turbo and there is no point in using it he used it because it was brand new. He did alot of custom fab, most of it for the 6 speed swap. Its easy for people like me and him but for most people its out of there grasp. I hope anybody who plans on trying something like this is not like most people and is well informed on the math and basic knowledge of turbos.

Next week I am picking up an AutoProm with G1 adapter and ZIF socket and TunerproRT. Im going to work on tuning an N/A tune while I pick up all the little pieces I need to Turbo My LN3 Ill probably run around 8-12psi depending on how well I can dial in the tune. Trans Ill just let it go til it dies.
http://www.youtube.com/watch?v=scwWTKST ... re=channel

There are more videos of like a 90 4 door lesabre with an LN3 that someone turboed.

Dirtracr, you're way out of line, and grossly misinformed. I did NOT ban him from here, and you aren't privy to the reasons he was banned.

You are done in this topic.



Irregardless of the reasons for his absence (related reasons on several forums), the car in question in this topic is not suitable for anything over 5psi of boost under any circumstances.

I didnt post those vids to make excuses to turbo my car. I wanted to know the feasibility of it, which I now know is next to nothing, which led me to ask about what WOULD be feasible. I just found them and thought that it was very interesting. I know he used an L67 block with a OBD2 computer and a million other mods. I thought that the aluminum intake looked like the 90-92 intake but he said he used the intake from a 95 park avenue, and therefore HAD an egr. If I decide to go with a turbo set up I wouldnt do it to this engine, and I wouldnt do it without learning a lot more about it. In my original post I was curious to what kind of boost my engine could handle theoretically, which could be 5 psi. I apologize if I have given the impression that I am being hard headed and not listening to everyones advice. I ask because I want to learn as much as I can from the ones with the experience.

No hard-headedness detected here, PF. We all learned by asking questions. What you propose is feasible, possible, and has been done. As long as you start with the right bottom end. If you want to keep your EGR (I suggest you do), the easiest method is to convert to an M62 empty housing with a plate blocking off the rotor/nosedrive end. This is now your upper manifold, and has an EGR port. You can also run an L67 (Series 1) TB at this point. I suggest an empty 94/95 Gen3 supercharger housing so you can run the larger TB. The 94/95 throttle plate on the L67 is actually slightly larger in diameter than the S2 L67, and significantly larger than the 91-93 L67. But the supercharger and TB must be matched by gen (2 or 3).

What happens to the EGR when it's on the positive pressure side?

Say for example I found a 95 SSEi donor car and converted it to turbo the way you said, what kind of tuning changes would have to be made to the PCM? Since its already set up for boost would it be usable as is? Would the vacuum lines have to be moved to the inlet of the turbo now that the manifold is positive pressure? What about the MAF?