OK. I am posting this on the 3800 site as well but this goes for both camps: I have "cut my teeth" on some newer tech type projects over the last year or so including a GM 3400 V-6 in an earlier Cavalier Z24 and a Series 2 3800 (Non Supercharged) with chip in my 92 Regal GS coupe. One of my pals took in a 2000 Regal GS supercharged sedan that was rolled over and has high miles on it. I could get it in trade for a pair of Skylark fenders. So it started me thinking. The Regal weighs about 3600 lbs. I have a 70 Skylark convertible shell in my building that is a non AC car which probably weighs a couple hundred pounds more. I want an early body style convertible with a late model FI drivetrain and I don't want to use an LS 1 "chevy" unless I have to. So I thought "Buick" supercharged 3800. I ran a Bonneville SC through the quarter in the mid to high 15s with a chip. I would be looking for similar performance in an 70-72 skylark. I would need to use a THM 200R4 lockup trans which will no doubt have some "electronics" issues in the grand scheme of things. I am fairly certain the block is different between the front drivers and rear drive models. I also know the lower end parts are all different on the series 2 supercharged models. I need to start digging up info so these are the questions: 1. Can anyone confirm the block hypothesis between FWD and RWD 2. Did the late F-bodies use a series 2 3800? 3. Anyone used a newer V-8 or V-6 with an earlier lockup overdrive automatic and have any tips? 4. What type of motor mounts are used on the late F-bodies(engine and crossmember sides) 5. Fuel pump/fuel tank/fuel pressure details for changeover. If anybody has ventured into this area and has time and info I would appreciate it!
1. Can anyone confirm the block hypothesis between FWD and RWD Same block. 2. Did the late F-bodies use a series 2 3800? Yes, around '97 or so. 3. Anyone used a newer V-8 or V-6 with an earlier lockup overdrive automatic and have any tips? The bolt pattern on the 3800 block is the same as a 60 degree V6. You would need an adapter plate for a 200 trans, or any BOP trans. The only direct fit would be a 4L60E auto or manual trans from a RWD car with 60 degree V6 bolt pattern. Late model f-body parts will work. 4. What type of motor mounts are used on the late F-bodies(engine and crossmember sides) Mounts bolt to same location on block whether FWD/RWD. Once again, late model f-body parts make it simpler. 5. Fuel pump/fuel tank/fuel pressure details for changeover. I'm going to try one of the new FI tanks from "The Parts Place" for my EFI swap. If you're not in a hurry, let me be the guinea pig. You'll need a pressure and return line, capable of handling 60 PSI minimum even though normal FP is around 45 PSI, vac line off reg.
i know guys have used then in the fieros, but thats a mid engine setup.. i'm more confident that you can use a 3.8 out of the 98-2002? camaros as theyre rear wheel drive, but the downside about that is that it has a 60 degree chevy pattern so you;d be stuch with a 700r4/4l80e , but also note they come in 90 degree patternt too. then just swap the intake and make an adapter for the throttlebody actually to think of it, someone droped a series 2 into a 4x4 application so it has to be possible
Thanks guys. Good info. Since the block looks like it might be the same, I will probably trade the fenders for the car. It lot drives and seems to run great. I am not really in a hurry, so I will probably let you test out the Parts Place stuff and get your impression! Sounds like the F-car trans arrangement will be the ticket then with an appropriately sized driveshaft. The car itself has a corporate 8.5 10 bolt rear with a 3:08 ratio out of a 1972 GS 350 which I am sure will not provide neck snapping acceleration or anything but should be acceptable for day to day driving. I just really like the no carb, serp belt, overdrive trans experience in a daily driver. I drove my carbureted Sportwagon for 2 weeks in the fall and it was not as fun as I remember in slightly colder weather. I adjusted the choke and it was better, but still delivered 13 mpg and irritating warm up issues that I could do without. My goal is 20-25 mpg on the highway.
Another big plus to the f-body parts is that the throttle body faces the right way. The FWD cars have the TB facing the firewall if used in a RWD longitudinally mounted configuration.
With the SC you are stuck wwith what you've got as far as the TB location. That said, WHO CARES? It'll be real cool swap. The SC3800 is a great engine. I think Artie is right-on, find a 4l60-65 from an F-body. It shouldn't be a high demand item.
for your fuel tank and efi. the 93 caprice tank will fit well if you don't mind clearancing your trunk floor for the sending unit since it sits higher it needs to be rased about 2" about the size of a 45 record. toward the axle side of the trunk floor. and making new straps. and be sure to get the filler neck, a little work and it's reusable too. sounds like a fun project.
The only reason I thought 200r4 is that it is really close to the same length as the th 350 that was in the Skylark for mount, crossmember and driveshaft issues. I think I have one of the dual pattern 200 r 4s from a Monte Carlo SS that had the 305 HO laying around. I can't put in the stick because my wife will have to be able to drive it. Still sounds like F car stuff is kind of the ticket so I will look for a trans from one of them. The trans crossmember will take some thought then for the ragtop.... On the 93 caprice fuel tank I assume you are talking sedan, right? The shell I am using is one I picked up years ago. It needs lower quarters and some trunk floor work anyway so mods wouldn't be an issue.
yes sedan. but again you will need to cut or pound up your existing trunk floor. but the 70 skylark tank hanger reinforcements are the correct location and shape for the caprice tank
