So I just bought a 93 Firebird, my first dip into the F-Body. I love
the car, and its going to be my project car. I want to through in a
V8, but dont know how viable this is, and where or what type to toss in
there. Was hoping to get some advice from the Vets around here.
And please dont get heated with the amount of quesitons I ask, I have
plans for alot of work on this car, and hope to obtain all your
knowledge you all can offer.
yeah i was wondering the same thing, how much work it would be to do this...
i heard the the wire harness is the hardest part.. when converting a v6 to
i guess you will be going with an LT1 engine?
For a V8, you don't have much choice but to go with an LT1 or LS1. Any
other wouldn't fit with the engine tucked under the windshield like it
is on 4th gen cars.
I've done more than my share of engine swaps and conversions, and that
is a project I wouldn't take on. *Everything* has to swap over. You'd
need a complete donor car side by side with yours, and then another
$600 for a wiring harness unless you're really good with custom wiring.
From the fuels lines to the exhaust to the shocks and struts are all
different. I helped a buddy put an LT1 in a Jeep and that was easier
than what you're proposing.
That said, I thumbed through a magazine article where they stuffed a
big block Chevy into a 4th gen Camaro. I can't imagine how they got it
in there, but if you're going to go through the trouble...
I was wanting to go with the LS1... THis was my project car... so the
work is all good. I wasnt going for cheap either. I wanted to buy a
new engine... I found an LS1... that came with everything on it, beside
ECM, and wiring harnes... but thats all good... I can buy those
myself... as for shocks and struts... I planned on new ones prior to
begining this project... Any suggestions for this? If anyone can point
me in the right direction on how to kick this off... it would be
greatly appreciated... also I have a little time on this... since Im
stationed in germany, then off to korea.. the project wont officially
start for a good 1.5 years plus... enough time to save a good amount of
cash... I was just going to stockpile parts till I got back to the
states... whenever that is.
Thanks for the reply rev.
On 16 Aug 2006 11:48:41 -0700, " email@example.com"
If it were me doing the planning, I'd take all of that money that you
are saving and buy a Z that is in good shape already. Until I had the
cash for the Z, I'd drive the V-6 like I stole it, putting suspension
upgrades as cash is available and then transferring those upgrades
over to the replacement Camaro. That's the best way IMO to get
yourself a V-8 F-body.
It's not an easy task to go from a v-6 to v-8, since like others have
said, you'll have to replace the engine, wiring harness/ECM, struts,
springs, sway bars, transmission (possible for strength purposes), and
rebuilding the rear differential (same strength reasons).
Okay... since that seems to be the concensous. I will replace the
suspension as I planned, and most likely rebuild the engine.... bottom
line.... what could I get out of a stock V6 3.4? I do enjoy it right
now... but I know I could make it so much better.
On 16 Aug 2006 22:41:05 -0700, " firstname.lastname@example.org"
The only thing that I would do to a V-6 would be to install a nitrous
kit, a fogger system if I could find one. 50 hp or 75 hp shot,
upgradable to 100-150 hp would be plenty on that V-6. Life expectancy
of the motor is sure to drop but then I guess that thems the breaks.
:-) I say the fogger style because you can always transfer it over to
the V-8 car later like the suspension upgrades. Good luck with
planning out your future hot rod aspirations.
I know Trans Am Creations website (tacreationsusa.com, oddly enough)
has the breakdown, but you do NOT need to replace any suspension pieces
or even the rear axle in a v6 to LT1 swap. They are the same pieces
for the most part outside of the v8 cars getting rear discs...
Tranny...yes. Bolt pattern differences and the fact the v8 version has
more clutch packs makes that a necessity.
Mounts, harness coming out of the firewall, ECM....certainly. Radiator
needs to be the twin fan LT1 version as well.
I have a 95 v6/auto Camaro with a dead 3.4L...I have thought this swap
over, but not a big fan of Opti-spark...going to a 95 Mustang GT
convertible instead....an already running car helps...
How did I miss this...
Funny thing, the LT1-era v6 car fuel lines run from the driver's side
These things are hanging in my car right now connected to nothing since
the intake manifold is off...
Anyway, I read that to get them to work on an LT1 swap, all that needs
to be done is unhook them from the clip holding them to the fender well
and stretch them a smidge and connect to LT1 engine. Presto. Done
with that part.
The 3.4L car AC system also is compatible with the LT1. Compressor
swaps over no problem. You can use a v6 fan instead of the LT1 twin
fans, which I have read to be rather finicky itself...v6 fan = 16", LT1
fans = 12" each.
Of course, what was a somewhat easy car to work on becomes a PITA in
terms of working room with a v8 under the hood, but you only live
Ideally, you're going to need a wrecked V8 version to swap parts off
of. If you're in an area that doesn't care about emissions, you can just
go with a carbed version (not to mention suspension/etc from a v8 version)
As for suspension, since you said you had a good amount to spend on
this car, my suggestion would be Koni double adjustable shocks all
around; the only problem with these is they're usually about $1,500 for
a full set. You could also get a good set of Bilstein shocks for about
$300 that perform very well also. I would leave the stock V6 springs
on; they will have the same effect as if you were to get a set of
hotchkis or eibach springs, and that way you don't have to spend any
money(unless you wanted those too). You will definitely need some
subframe connectors because the V6 frame was not meant to take the
torque of a V8, and for these cars BMR makes the best ones. You should
also get a better torque arm to help keep your stock steel driveshaft
intact.. All of these things will help the car be a better car, and not
necessarily a better V6 or V8. The big problem with this swap is that
it's a 93, and not a 94-95, or a 96-97; which means that you will have
to do some other MAJOR modifications as well as shoehorning a different
engine in there.
Thanks all that information was a GREAT help. I have decided to get
the suspension on this pristine, keep on doing mods that I can port
over to something a little newer that can handle the kind of project I
am planning, then just bide my time, looking around for something that
someone want to get rid of (Which you can always find around). Bottom
line, how transferable is most stuff from a V-6 93 to something
newer... i believe the whole suspension will be good to go... as will
any sound equipment obviously.. though I do plan on getting a custom
box for the trunk... hopefully that is the same in the newer F-Bodys.
Or is there any engine you all know of, that will go into this period?
other than stock, that is a bit stronger?
I'll buy that, but aren't at least the springs different?
I've gotta wonder about the transmission. In 3rd gen cars, the 2.8 and
5.0/5.7 were absolutely different just because of the bell housing for
the 60 degree V6. The T5 manual transmissions used smaller input
shafts. If you swap to a V8 on a 3rd gen then a new transmission is
But I thought the 4th gen cars used 3.8 derivative V6 engines
(3.8/3800/4.3). Those are 90 degree V's just like the LT1 so wouldn't
the bell housing fit? Granted, the 5-speed from a V6 would grenade
behind an LT1. If so, then wouldn't a 4L60 from a V6 be the same as a
Damn.. .all great info... May reconsider the project. For now, am
going to build up the suspension, and decide on the future later... May
do the idea of buying a beat up TA, and use my car now as a donor, and
make the TA my project.... Decisions... decisions. Also I got a
Aluminum driveshaft just waiting to be installed now, but Im confused
on something, will it pass inspection with it. I see a safety loop now
all over, but dont know if that is required.
Thanks for all your help all!!!!
The Reverend Natural Light wrote:
It'll pass inspection with the aluminum driveshaft; that driveshaft
safety loop is only required for NHRA racing, or if your car meets
certain speed requirements(like 12.00 and under 1/4 mile) and you take
it to a dragstrip.
Oh yeah, technically,. the springs are different and have different
part numbers, but even drag strips guys swap to v6 springs for whatever
reasons that escape me right now.
Some will say the car will dive in front with a v8 in it, bit remember
the 3.8L is a PIG (heavier than an LS1 and maybe the LT1 as well) and
the 3.4L isn't all the light itself.
The 3.8L is a 90 degree v6, but with the same 60 degree bell pattern as
the FWD engines and Caddy Northstar--funny, strange, but true. Hence,
the need for the v8 version, period. 3.8L and 4.3L, not related, other
than being 90 degree v6s in that sense.
My deal with the Mustang GT fell through and my friend get enough money
waved in front of him and he needed to get the car sold, so I'm on with
a LT1 swap as well. Bummer, maybe, but I do like the Camaro body lines
Easy. A 3.8L is all iron. An LS1 is all aluminum in the sport cars.
The 2.3L 4 cylinder in my Ranger is heavier than an LS1. Or really
close to being such as it is also all iron.
The talk about degrees is about the angle between the cylinder banks.
Or so I tell myself that, but it seems to work so far...
The 2.3/2300/144 C.I. Ford I-4 (aka pinto motor) does not weight near
what a LS1 does. The LS1 lost some weight over the older small blocks,
maybe 480 to 550 pounds dressed, where a old all iron small block
weights around 600 to 750 pounds dressed. That's with power accessories
Your Ford 2.3 I-4 weights around 375 dressed with the dual spark plug
head, emissions controls, and power accessories. I have, with the help
of a friend picked one up off the ground and set it in the bed of a pick
As for the 3.8 V6 Being all iron, no, just the block is. As for weight,
less then a LS1.
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