DrJay's Performance Rebuild: SSE-I - Page 5 - GM Forum - Buick, Cadillac, Chev, Olds, GMC & Pontiac chat


Performance, Brainstorming & Tuning Talk about modifications, or anything else associated with performance enhancements. Have a new idea for performance/reliability? Post it here. No idea is stupid! (please use Detailing and Appearance for cosmetic ideas)

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Old 05-23-2003, 01:56 AM   #41
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I'd definitely replace the valve springs with some heavier ones. I'd keep the valves if they are undamaged. Yes to the fuel pump. I've never been a fan of AFPR'*. I'd know the piston answer if you had an L67

I've personally never had "fun" eating a small candy bar.
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Old 05-23-2003, 02:49 AM   #42
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He does have an L67. Series 1, but the same crank and pistons as the series 2.

What kind of candy bar?
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Old 05-23-2003, 09:13 PM   #43
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Since he has the same pistons as the Series II...

Be careful of how much timing you are running, I know of several people that have taken a nice chunk out of one their pistons running too much timing with a MAFT+ or a happy ****. Forged pistons are the only way to go, but they are definitely not wallet friendly.
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Old 05-23-2003, 11:37 PM   #44
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Default Re: Supercharger Rebuild

Quote:
Originally Posted by 94ultra
I know its probably a little late, but I wanted to put the word out about a great company that rebuilds superchargers for our cars. The company is Performance Solutions Engineering and is owned by Ed Martinez out of California.

When I first purchased my '94 Ultra it had 138K miles on it and I hadn't noticed the nose-drive was leaking SC oil. Anyway, I did some research and came to find PSE. They offer a 3-year, no questions asked, unlimited mileage warranty on superchargers rebuilt for our cars. The only downside is the price tag, I paid $800.00 for the unit and there was a $350.00 core charge if I didn't want to send mine in, or if the one I sent was junk.

Later on, I came to find out I probably only needed a nose-drive replacement, which sounds like what Doc needs, but who knows. I believe the nose-drive replacements run about $300.00.

A few days after I ordered, my package arrived with all the gaskets needed (yea you have to pay for them, but he gets GM gaskets for cheaper prices). A friend and I swapped the SC out in no time, dropped it back in the box and sent it back to California. After the turnaround time I had my $350.00 check in hand for the core, and after putting 3,000 hard-driven miles on it I still have no complaints.

Ed is a great guy, and very knowledgable about the processes of rebuilding SC'*, and he seems to be a very meticulous individual. I had also talked to him about performance solutions for our cars. At the time he offered a port job on the SC, along with an FMU that would add an additional 30hp to a stock setup. The price tag on the upgrade was $500.00 extra I believe.

Hopefully this will help anyone looking for a rebuild in the future, just thought I would pass along the info. In addition, Doc, great work on all your dedication to the Series I engine. I am dying to mod my Park Avenue, but alas have had no luck in finding any performance goodies, that'* how I wound up here. And lastly, I want to comment on the forum you guys have going, seems like a great bunch of guys all in love with their cars, its good to see. Catch you all later.

Greg
hey greg... you have a L67 in that car of yours, that means you belong here, so get that nonsense out of your sig if you would
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Old 05-26-2003, 02:43 AM   #45
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So...I've been doing some Dyno 2000 + Chiltons + Tech info research (ok its playing around) and found a few things someone out there might be interested in. First is the cam.. According to Chiltons for the '86-95 lobe lift is rated as 0.250 intake and 0.255 exhaust. Compression is 8.5:1 bore is 3.800 stroke - 3.400. The intake valve diameter is 1.672 exhaust is 1.330. I put a fair 68% eff for the eaton supercharger (although I heard its higher) at 460cfm. The engine is rated at 205hp but according to Dyno2000 (who admits a 5% difference) it puts out 215 @ 3000rpm. There'* more info put in but to save space I'll leave it out unless asked. So now we get crazy. Adding ported heads and larger valves (1.752" int 1.41" exh) the HP jumps to 263 @ 4000. This is a .08" increase. Thrasher does this to the exhaust assuming the same could be done for the intake but who knows...probably them. But we're just playing around so lets go on. We change the supercharger belt ratio to 2.2 and max boost to 13psi. Then we add in my fun little nitrous at 2.5lbs/min (about 60hp) and we hit 367hp @ 5000. This is all done without changing the cam profile. Now I know its is subject to 1000 "but you didn't" or "but you should have" or even "but what the hell" '* BUT its a rough idea. There are a hundred differences between what this says and what will really happen. Especially in the cam department which is why I left it how the program chose for the Pontiac V6 as stock. So all this is saying is that if the cam specs, right or wrong, stay the same and all this is done this might be the result. Juuust thought I'd share the fun I'm having.
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Old 05-26-2003, 06:03 AM   #46
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First off i'm a new member to Boneville club, But i have been researching bonnevilles for over a month now and have been following this thread very closely. I was aprehensive about joining since i felt i didnt really belong here (owning a 94 Grand Am Gt with a 3100) but the secret is that i have a 93 bonneville ssei, with no body left on it and a good 3800 */c sitting in it that i just recently purchased for 300$. Also as another piece of info the 3100 died after 145,000 miles. I pondered junking it or parting it, the engine wasnt really modded, it was just painted electron pearl blue metalic last year and its been lowered and got a 1200 watt infinity system in it. The the bonneville came along. You all know what im gonna say next.

Brainstorm!!!!

Take a stock 205 horsepower engine and stick in a grand am, that'* 800lbs lighter, but if im gonna do that i should at least invest the money into the engine to push it to 300hp. So after much research i found a few parts that would help me out here and there, jet stage two chip from adtr, 2.2 pulley from pulley boys, port and polishing seems to be big on everbodys wishlist.

Now everybody has heard the idea of putting an l67 in a smaller gm, has it ever been done? Not that i know of. I've looked thoroughly into it, i've only found one person who even claimed it and it was stephen'sga on http://www.gmp.homeip.net/. and he has no proof and he admits that the only pic he has of it is photochopped.

So why do i think i can do it, because everybody tries it with a series II, they wont exept the 35hp difference, and dont relize it can be made up for. Fact is that in 1992-93 GM put a 3.3 in a Grand Am, a 3.3 for those of you who don't know is made on a 3800 block, so therfor it fits, and seeing as how my grand am is a 94(same body style and interior, and most importantly engine copartment) makes this a relitively easy swap.

Heres the facts:
I have the wring from the bonneville
The 440-t4 in a 93 ssei, is in fact a 4t60e close relative, its so close it bolts right in and the shaft will work to.
The series I isnt that different from a series II
If a 3.3 will bolt in then if my car were a 93 a 3800 would bolt in but my car is virtually a 93 so, who cares.
and furthermore to me this looks completely feasable, if im wrong please correct me.

So i guess ill end up belonging here with all of you, your all very knowledgeable about your vehicle, and Dr. Jay I've been following your post from day one. I know everybody out there with a series one L67 appreciates your dedication into your project and is following this thread as closely as i am.

I'd appreciate anybody input into this matter and id like to hear what you all think, and maybe Dr. Jay can give me some mod tips.

I' wont be starting on this project for a week or two, because my girlfriends upcoming graduation will have me tied up, ya know relatives comign and staying here for a few days or so, and party prep.But when i start it i will post a new thread on it, im also working on gathering some old pics of my car and throwing up a website for everybody to check out
Thanks Grand Am Man
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Old 05-26-2003, 06:19 AM   #47
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Hmm...That does sound interesting and I have heard of a few people putting these engines in lighter applications. The best I've seen so far was a supercharged 3.8 put in a Lamborghini kit car. Not a bad setup but surely a slap in Lambo'* face. It definately makes good use of the parts you have. You have an engine in one scrapped car and a dead engine in another. Sure sounds great. Only thing I'm wondering is where you got this 440-t4 transmission from. The 1993 SSEI has a 4T60E...Maybe this will explain:

The THM440-T4 was introduced in 1984 on the new GM
full sized luxury vehicles (Oldsmobile Regency 98, Buick
Park Avenue, Cadillac Sedan Deville - remember the logo
on the trunk lid "4-Speed Automatic"). This transmission
was basically the THM125-C with an overdrive added on.
The original 440 was not very reliable. Many changes
were made the first 3 years. Areas that suffered many
failures were torque converters (clutch rivets), 2nd
clutch housings, 4th clutch area, final drive.
By 1988 the quality was better, but to make the
440 (now called the 4T60) a world class transmission,
electronic controls were added. The new transmission was
coded F-31 and became known as the 4T60-E. The 4T60-E was
phased in from 1988 to 1990. You can tell by looking at
the bottom oil pan - it will be stamped with "4T60-E".
This transmission has much better reliability. .By the
1991 model year, all FWD Overdrive transmissions were
the 4T60-E model.


So your looking at a 4T60-E. More interesting info:

With the introduction of the Supercharged 3800,
a few modifications to the 4T60-E were made. The
biggest change is the final drive unit, which is of
heavy duty design. The transmission still can't
handle the full torque of engines such as the SC 3800
and the DOHC 3.4L V-6s at redline during shifts. GM
utilizes Engine Torque Management to maintain
reliability. This consists of controlling engine rpm
and engine torque (through timing and fuel) during
shifts. That is why the SC 3800 and DOHC 3.4L do
not shift at redline at WOT.


And I'll definately help you with any mods you want to do to it.
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Old 05-26-2003, 06:57 AM   #48
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Thanks for that tranny update, i thought that the 93 used the same tranny in se, as in the ssei.

But here'* something i've been wondering about as far as series I vs.II.

I know on some gtp websites i've seen a company called thrasher offers a complete valvetrain for the series two, cam valves lifters pushrods. if you replace the entire valve train is it possible to apply that valve train to a series one head. I know the heads are different but not the specifics.
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Old 05-26-2003, 07:04 AM   #49
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sorry for any grammatic mistakes or nonsence sentences, im comin down of a buzz. and the suns comign up here.
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Old 05-26-2003, 07:05 AM   #50
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Really nothing can be swapped from the series I to the series II. The valve size difference will stop you in your tracks on step one. Plus the valve order is completely different. I know on the 93 it goes intake-exhaust-intake-exhaust-exhaust-intake and this is different in the series II so your cam will screw everything up there. The search for series I performance has taken me all across the world and I'm down to trying to cross reference parts. These engines are made by Buick, its bigger brother is a GN but I don't believe parts are interchangeable there either. So I'm in the middle of talking to everyone who'* ever heard the name Buick about if they carry an engine that parts (namely performance) are interchangeable. There are tons of performance parts out there for the 231ci Buick engine which may be why looking up "Pontiac 231 performance" is bringing back little to nothing but lets hope they do carry parts for us.
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