1992 PARK AVE ULTRA
new supercharger, rebuilt trans, new tires & exhaust, P-everything, sunroof, $1500 B/O

This is in the local want adds, my question is what all is different between this engine and the L27 ? As in heads, block and rotating mass. This first L67 is still a grey area for me. I dont know if its its own engine or a L27 with a different intake and maybe some tuffer internals. Thanks - thinkin donor car here.

They're really quite different from the L27. Forged internals, different compression ratio, etc. Heavier duty trans.

I'm partial to the Series 1

Block and heads ?
Different injector location like series II ?

Heads are slightly different. 93 and up have roller rockers, 92 and up have roller lifters. 92 and 93 heads are interchangeable, so you can upgrade to the roller rockers very easily. Injectors are in the lower intake, just like the Series 2 L67.

Valve sequence is the same as the L27: EIEIIE instead of EIEIEI like the L36 and Series 2 L67.

Block is basically the same, but the Crank and other internals are forged on the L67.

Thanks Will

So what eng. has the inj. in the heads then ?

Sounds like it would be easier to rebuild a L67 than to put the parts into a L27. Im wondering why his price is so low on the PA. Maybe its just all beat, but then why put money into SC and trans ? I'll have to call. Just sounded like it be a great engine in the Regal plus maybe a sunroof for the LeSabre. Probably a pretty smooth leather interior also but most like beat.

So the tranny in that PA should be ? - 65E HD ? 60E HD ?

Hmmmm...it might be the Series 2 L67 with the injectors in the head. You got me there. I need to poke around under the hood of a newer SSEi or GTP before giving you an answer. Maybe a Series 2 L67 owner can jump in here. Trying to 'make' an L27 into an L67 would be 3 times the cost of the L67 to begin with. You're dead on there. Go take a look at the car. The SC will usually outlast the entire drivetrain, and they're generally easy to maintain and repair. Much cheaper to do that than replace them, and they rarely need it. The PA should have the 4T60E-HD. The 65 series trans made it'* debut in 1997.

S2 L67 injectors in the head, I knew that Will or thought I did, right up untill you said lower intake then I thought "maybe" I miss understood. I have a S2 but in reality spend very little time under hood. Very little checking it out actually, its her car and Im so busy doing all my other projects and maintenence that I still havent giving the car a good look over as far as knowing it like I do the other V6'* I have. I've even done the water pump and then the belts just 2 months ago because I lacked the forsight to get the belts when I got the pump.

Anyhow, If that trans is rebuilt and the blower is new, he'* giving it away or not telling everything, right ? Probably had a used trans thrown in it and its not even the right one. I was told by a Pontiac dealership mech. that the bearings in the nose cones go and they replace the whole thing instead of rebuilding them. Then I've never heard anyone needing to have one replaced. Probably they get them in with squeeky shiv and sell the poor owners on a new blower.

I'm only aware of one member here who replaced the bearings in the nosedrive, and he did it himself. The most a typical blower needs is a $30 coupler after about 10 years, and at least annual oil changes. If you do these two things, the Eaton will outlast you and your kids.

True, the dealers will replace either the whole supercharger, or now the nosedrive (GM just updated their service rules to allow that). They aren't ALLOWED to dig into them. Contracts with Eaton and Magnusson. Eaton actually developed their first roots blower (the Gen I M62) for GM.