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Swap??

This is a discussion on Swap?? within the V6 forums, part of the Vehicle Specific category; does any one know if and l67 will fit in a98 grand am gt?...

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    Snake Eater!! zboy2012's Avatar
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    Swap??

    does any one know if and l67 will fit in a98 grand am gt?

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    I don't sell out! blackSS01's Avatar
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    Quote Originally Posted by zboy2012 View Post
    does any one know if and l67 will fit in a98 grand am gt?
    No clue but Smittro will know. He should be in here within the hour
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    ok thanks

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    Did'nt I answer this already in another of your threads?

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    Quote Originally Posted by Smittro View Post
    Did'nt I answer this already in another of your threads?
    Yes you can make it fit.. It's been done before..

    But for the work you'd be better off to build a 60*v6 instead and not have to change the trany inless you have the 4cyl grand am..

    But be warned the 4t60e and the 4t65e(HD) is a junk unit no matter what engine is bolted to it..

    It's well known that 60*v6 can be made to make better power N/A and are lighter than the stock l67..

    You're looking @ barely 240hp in the l67 (depending on year) with about the same amount of custom work on an LQ1 N/A you're almost there already @ 215~225 stock.

    Build a set of headers and a custom CAI and there's no need for the heavy l67.. Especially in the lighter J-body cars..
    Last edited by Smittro; 02-14-2011 at 11:16 AM.
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    Snake Eater!! zboy2012's Avatar
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    ya ik but i like the supercharger wine and what tranny would you recommend?

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    Quote Originally Posted by zboy2012 View Post
    ya ik but i like the supercharger wine and what tranny would you recommend?
    A muncie 5spd, or the 4t80e if going auto..

    You can build the other two I mentioned to handle more wear and tear but they are still not the greatest units..
    Last edited by Smittro; 02-14-2011 at 02:33 PM.

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    Quote Originally Posted by Smittro View Post
    A muncie 5spd, or the 4t80e if going auto..

    You can build the other two I mentioned to handle more wear and tear but they are still not the greatest units..
    o then what would these two herr u just listed be good for? and i'm goin to go auto

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    Quote Originally Posted by zboy2012 View Post
    o then what would these two herr u just listed be good for? and i'm goin to go auto
    The muncie will handle ~400+hp crank. Kryo or heat treatment (depending on HP goals) to it's internals will make it handle even more..

    The 4t80e (large unit) will handle just about anything (within reason) you throw @ it.. Say safely also ~400+hp crank..

    The 4t80e came in FWD Cadillac northstar v8 models, and in the last Oldsmobile FWD v8 Aurora's.. Pretty sure the v8 GPX uses it as well.

    It's a heavy duty unit with heavy duty weight too..

    Many folks use a built 4t65eHD with success.

    But it's hit or miss finding a solid used unit to start with unless you buy a new one and build it..

    The main problem is the differential area is weak and has been known to flex under stress..

    Adding an LSD can help a lot but may not cure the issue..

    With all this said, many folks also have had the weaker units last pretty good under normal situations..

    However if you ever get it stuck or race it often it will be toast or will start the die in a relatively short time...
    Last edited by Smittro; 02-15-2011 at 01:13 AM.

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    Snake Eater!! zboy2012's Avatar
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    Quote Originally Posted by Smittro View Post
    The muncie will handle ~400+hp crank. Kryo or heat treatment (depending on HP goals) to it's internals will make it handle even more..

    The 4t80e (large unit) will handle just about anything (within reason) you throw @ it.. Say safely also ~400+hp crank..

    The 4t80e came in FWD Cadillac northstar v8 models, and in the last Oldsmobile FWD v8 Aurora's.. Pretty sure the v8 GPX uses it as well.

    It's a heavy duty unit with heavy duty weight too..

    Many folks use a built 4t65eHD with success.

    But it's hit or miss finding a solid used unit to start with unless you buy a new one and build it..

    The main problem is the differential area is weak and has been known to flex under stress..

    Adding an LSD can help a lot but may not cure the issue..

    With all this said, many folks also have had the weaker units last pretty good under normal situations..

    However if you ever get it stuck or race it often it will be toast or will start the die in a relatively short time...
    so i can build a 4t65eHD and wwill do jsut fine?

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    Quote Originally Posted by zboy2012 View Post
    so i can build a 4t65eHD and wwill do jsut fine?
    If you're not racing it on a regular basis yes.. But as stated they are'nt the most reliable units..

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    Quote Originally Posted by Smittro View Post
    If you're not racing it on a regular basis yes.. But as stated they are'nt the most reliable units..
    ok thanks

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    Automatic trans axle information/cross ref

    4T60-E
    Main article: Turbo-Hydramatic 125
    The 4T60 was the transitional model from the old Hydramatic (formerly called the 440-T4 aka 4T60) to the new electronically-controlled transverse family. Introduced in 1984 on the 1985 C-bodies, it was enhanced with electronic controls to become the 4T60-E in 1991. By the mid-1990s, the 4T60-E was the transmission of choice in nearly every front-wheel drive GM vehicle with the exception of compacts. A heavy-duty 4T60-E HD was produced only in 1996 for the supercharged GM 3800 engine. The 4T60-E was phased out in favor of the 4T65 beginning in 1997.

    The 4T60-E featured a 245mm torque converter with varying stall speed and gear ratios. Stall speed is the rpm(revolutions per minute) that the converter reaches maximum efficiency and is correlated with the engine and vehicle weight for the best combination of power and efficiency for the vehicle. (For example a '95 Beretta features a 1650rpm stall converter as opposed to '99 Century converter with a stall of 2095rpm.) Gear ratios are remarkable in the 4T60 family in that there are two points in which the transmission can have different gearing (the drive-chain sprockets and the differential, or Final Drive) resulting in up to 12 different available gear ratios. The combined gearing of the two is called the Overall Axle Ratio, and the different ratios allow the use of the transmission in multiple applications based on the engine and vehicle. Please note then that there are up to 12 different versions of the 4T60-E, and they should not be mixed as undesired operation would occur.

    Gear ratios:

    1 2 3 4 R
    2.92 1.56 1.00 0.70 2.38

    Applications:
    4T60-E
    1991-1996 Oldsmobile Cutlass Ciera/Oldsmobile Ciera V6 3100 L
    1994–1996 Chevrolet Beretta/Corsica V6 3.1 L
    1992–1996 Chevrolet Lumina APV V6 3.4 L/3.8 L
    1991-1996 Buick Park Avenue V6 3.8 L
    1993–1996 Chevrolet Lumina/Monte Carlo V6 3.1 L/3.4 L
    1997–1999 Chevrolet Lumina/Monte Carlo V6 3.1 L
    1997–1998 Chevrolet Venture V6 3.4 L
    1992-1997 Pontiac Bonneville 3800 V6 (naturally-aspirated)
    1992-1996 Pontiac Bonneville 3800 V6 (supercharged)
    1995-1998 Pontiac Grand Am 2.4 L
    1997 Pontiac Grand Prix "GT" 3800 V6 (L36 Motor)
    1994-1996 Buick Century
    1991-1992 Oldsmobile Toronado/Trofeo 3800 V6
    1991-1993 Cadillac DeVille 4.9L V8
    1995-1996 Buick Riviera L67 & L36
    1992-1996 Buick LeSabre 3800 V6, L27
    [edit] 4T65-E
    The 4T65-E was introduced to replace the 4T60-E in 1997. The 4T65-E included a larger 258 mm torque converter for some models and many other changes to improve reliability. It is able to handle vehicles up to 6500 lb (2948 kg) GVWR with up to 280 ftlbf (380 Nm) of torque. A number of final drive ratios are available, with many distinct models. Starting in mid year 2000 models, all 4T65-E models received an upgraded valve body. Starting in 2003 the internal electronics were changed, hardened 4th gear shaft, ratcheting sprags for input and 3rd gear were added.

    Models:

    M15 — 245 mm (9.6 in) torque converter
    MN3 — 258 mm (10.2 in) torque converter
    MN7 — 258 mm (10.2 in) torque converter and heavy-duty gearbox (see 4T65E-HD)
    MD7 — 245 mm (9.6 in) torque converter (Chinese version)
    M76 — 245 mm (9.6 in) torque converter (with all-wheel drive capability)
    Gear ratios:

    1 2 3 4 R
    2.92 1.56 1.00 0.70 2.38

    Applications:

    M15
    1997 Pontiac Grand Prix 3.4 DOHC V6
    1997–2003 Chevrolet Lumina/Monte Carlo V6 3.4 L/3.8 L
    1997–2003 Chevrolet Venture V6 3.4 L
    2000–2003 Chevrolet Impala V6 3.4 L/3.8 L
    1997–2001 Chevrolet Lumina/Monte Carlo V6 3.1 L
    1998-1999 Oldsmobile Intrigue V6 3.8 L
    1997-2003 Pontiac Grand Prix V6 3.1 L/3.8 L
    2004 Pontiac Grand Prix V6 3.8 L
    2006-2007 Chevrolet Malibu (SS Models) V6 3.9 L
    3.29:1 M15
    Buick Terraza
    Chevrolet Uplander
    Pontiac Montana SV6
    Saturn Relay
    3.29:1 M76
    Buick Rendezvous
    Chevrolet Impala 9C1
    Oldsmobile Aurora V6
    Oldsmobile Intrigue Autobahn Package/PCS
    Oldsmobile Silhouette
    Pontiac Aztek
    2.86:1 or 3.05:1 M15
    Buick LeSabre
    Chevrolet Impala LA1
    Chevrolet Monte Carlo LA1
    3.05:1 MN3
    1997-2004 Buick Regal V6 3.8 L LS/LSE
    1997-2005 Buick Park Avenue V6 3.8 L
    1999-2002 Oldsmobile Intrigue V6 3.5 L
    2.92:1 M15
    Buick LaCrosse
    Pontiac Bonneville
    3.69:1 M76
    Buick Terraza
    Buick Rendezvous
    Chevrolet Uplander
    Pontiac Aztek
    Pontiac Montana SV6
    Saturn Relay
    [edit] 4T65E-HD
    The 4T65E-HD (code MN7) is a heavy duty version of the 4T65-E used with more powerful engines such as the LS4 V8 and L67/L32 supercharged V6.

    Applications:

    2.93:1 MN7
    Pontiac Bonneville SSEi L67
    Chevrolet Impala L67
    Chevrolet Monte Carlo L67
    Pontiac Grand Prix GTP
    Buick Regal GS
    Buick Riviera L67 (97-99)
    3.05:1 MN7
    Buick Park Avenue Ultra
    3.06:1 MN7
    Chevrolet Impala SS
    Chevrolet Monte Carlo SS
    3.29:1 MN7
    Buick Regal GSX (SLP)
    Buick LaCrosse Super
    Pontiac Grand Prix GTP Comp G
    Pontiac Grand Prix GXP

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    Snake Eater!! zboy2012's Avatar
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    do u know if intense parts are any good?

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    Quote Originally Posted by zboy2012 View Post
    do u know if intense parts are any good?
    They have a 3800 in the 8's..

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    Snake Eater!! zboy2012's Avatar
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    Quote Originally Posted by Smittro View Post
    They have a 3800 in the 8's..
    it's gonna be a DD so u think heads and cam would be good for that

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    Quote Originally Posted by zboy2012 View Post
    it's gonna be a DD so u think heads and cam would be good for that
    You'll need more than heads and a cam to ever see 8's with a 3800..

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    Snake Eater!! zboy2012's Avatar
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    Quote Originally Posted by Smittro View Post
    You'll need more than heads and a cam to ever see 8's with a 3800..
    o i dont wanna c 8's haha i just want something that'll run at least 12's-11's

  19. #19
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    Thumbs up

    Quote Originally Posted by zboy2012 View Post
    o i dont wanna c 8's haha i just want something that'll run at least 12's-11's
    Still gonna need more than cam and heads..

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