www.geocities.com/pontiacjeff/88TGA.html for the Grand am turbo and Daewoo head swap. It'* an old page (2 years) and alot has changed about the engine and car, but the general swap info is there. I updated the first page with new dyno numbers.

I want to turbocharge the L67, leaving the */c on the engine. Basically boost a boosted engine. I'll run a front mount intercooler and an under-blower intercooler, too.

good score on that trans jeff...i wish i had your luck lately i've been looking for a decent 80E from a 98 aurora car for test fitment and the converter (midwest converter suggested i go this route as they gaurantee that they can convert it to Carbon fiber TTC material Jim also metioned something about a difference between the sprag setups but i havent seen a N* vs aurora converter cut apart (yet lol)

i wanted to ask the 3.71 fdr is the N* FDR on 00+ right? what is needed to get er closer to 4 to 1?

also recently while at the Jyard i took the range switch off a 96 80E (i was just screwing around) and it looks like with a spare selector shaft you could move it to alongside the shifter itself and get it out of the way of exhaust heat...

I also mocked up my buddy eric'* set of PS headers on one of my spare blocks and took some measurements from the belhousing face to the headers in several spots...

if you would like the pics/specs let me know and i'll email em to ya...it looks like it'd be close but PS headers may clear the shift linkage....which woul sure be nice when we end up throwing one in eric'* Riviera

keep it up buddy, i cant wait to see more...

The 3.71 came in the STS and ETC with the 300hp engine. I thought there were only two FDRs, but found out there are like 8 from 2.7x up to 3.71. I thought there was a 4.10, but couldn't find anything about it. There'* a 3.48, 3.05, 3.11, and more.

I am not using headers, but turbocharging, so I will have a custom crossover pipe I'll make anyway, to clear the shifter and switch. I am confused about the converters... Dacco says they pin the stock N* viscous clutch so it'* always locked on engagement. I would like a real clutch, too. Who have you talked to??? Midwest Converters? Contact info?

Some engine build-up pics:

ported intake, LS6 springs:


ported blower:


prototype intercooler (not going in right now):


Harland Sharp rocker arms, LS6 springs, ARP head studs (GM graphite h.g.), Manley chromemoly pushrods:


custom rear Turbo manifold:

wow thats sweet how much power are you expecting to make?

So which way is the exhaust supposed to exit?

450-500whp. on 5-6psi blower and 8-10psi turbo. The idea is neither will be making any heat due to the low boost levels (both will be intercooled anyway).

The rear manifold "dump" will be blocked-off. All the exhaust will route from the rear manifold up thru the crossover and to the turbo. That is why the #6 exhaust port was moved, it originally pointed toward the dump and would have been flowing about 135deg backward. Likewise, the front manifold exhaust flow will meet the rear in the middle of the crossover where the turbo flange will be mounted. All the exh from the turbo outlet will go thru a new downpipe.

The transmission and engine are ONE!!!!

I had to: re-drill the flexplate, which required notching the counterweight and adding weight back; drill and tap the rear lower hole in the block to line up with the bellhousing; make a tailshaft support bracket; drill out a blank bellhousing hole (middle, on the front side of the engine); notch the rear lower block boss and grind a little off the bellhousing; relocate the rear knock sensor (don;t forget to plug the hole... it'* in the water jacket!); and the rear manifold will need more work... it hits the transmission. I think I'm going to build a new one using the stock flange, this way I can make it clear the shifter linkage and trans position switch, too.

Pics explain themselves.

LSD installed:

damn that looks like quite a project