The 3800 Series 2 engine was introduced in 1995 in N/A form (L36) ONLY. 1996 was the first year the 3800 Series 2 Supercharged (L67) engine was available. The 3800 Series 3 n/a (L26) and SC (L32) was rolled out in 2004. The 3800 Series 2 engines were still used by GM thru the 2005 model year.
The castings for these heads are basically identical. So if you are going to port the heads and do valve work, it really doesn't matter what year or engine they came off of, IMHO. If you want to use the bigger valves out of the Series 3 heads in a set of Series 2's, I'm sure all that is required is some seat work. But if you are going to go to the trouble of doing this, why not put even bigger valves in them??? I believe Dave at TripleEdgePerformance has experience with this (LS1 valves???).
if you want good heads check out abbott racing thats who did my heads
The 3800 Series 2 (L36) n/a engine was available in the 1995 - 2002 Camaro/Firebird. There is NO tuning software available for 1995 PCMs, period. There is very limited support available for 1996 PCMs but 1997-2002 seem to be the most widely supported. 1998 PCMs are "better" than earlier computers because of their availablility and hardware configuration. Starting in 1999 model year, ALL F-body 3800s came with FLY-BY-WIRE throttle control (has different intake and throttle body vs. earlier engines). I recommend steering clear of this setup for these swaps. I do not know if the 99-up upper intake plenum can accept a cable-op throttle body without adapter plate -- never looked at one that closely.
you you can use HP tuners to tune 1997 and up FYI you can use wiring harness for 1996 cars and just use 1997 PCM (common swap for us fbody guys, 1996 just swap in the 1997 PCM)
From what my research has turned up, I have been able to determine the following based on the information I have been able to find...
-All 3800 Series 2 and 3 blocks are the SAME.
all the stuff that counts but they are not the same... some holes are drill and hit water jackets that the old block do not lol
-All 3800 Series 2 and 3 heads are the same casting; just some minor differences concerning machining for n/a vs. SC apps; and Series 3 vs. Series 2 (mainly valve size as far as I can tell)
NO THEY ARE NOT 98+ heads or the only one that can be used as cores for porting.
-All 3800 Series 2 and 3 cranks are the same. But there might be differences that come in to play in counter balance weight amounts being different between SC and N/A versions to count for the difference in mass of SC vs. N/A rods, pins, pistons, etc.
the FWD crank is different bolt patteren for mounting the fly wheel from what i can gather.
-These engines are balanced externally meaning the harmonic balancer and flywheel have counter balance weights in them. THESE ARE DIFFERENT between N/A and SC engines. The counter balance shaft used in the block above the camshafts are also different between SC and N/A engines.
have the machine shop balance your biuld and get ride of the internal balance (have to any way to run a double roller timing chain for high rate springs
-As mentioned above, connecting rods, pistons, and pins are different between N/A and SC versions of these engines. The SC versions are much beefier (have verified this myself with side-to-side comparisons).
they just have lower CR ratios the SIII rods are very strong.....
-Oil pumps are run directly off the crank and are mounted in the front cover. All are the same Series 2 and 3, n/a and SC. Oil filter mounting housings are removable and there are several different ones available depending on the year/make/model of car the engine was used in. Many are still available new from GM.
yup you can buy a new gear but if you need a new front conver better plan on $200-$250 ouch
If this were a swap I was doing, I would first obtain a SC shortblock (L67 or L32). I would then obtain N/A (L36 or L26) heads. The F-body cars were available with cast aluminum valve covers. All other cars came with composite (combination of plastic/fiberglass) valve covers. If you get a set of SC heads, you will be forced to work with factory composite valve covers because the sealing surface that would allow you to run the n/a valve covers has been partially machined away for the injector holes. There are aftermarket machined aluminum valve covers available for the SC heads, but they are pricey.
i have spare valve cover if any one wants them
Next I would obtain an intake and throttle body from a 1995-98 F-body. You can use an Assy drive (alt, A/C, p/s pump) from any F-body -- if that is what you want to work with. The only problem with this setup is it wants you to put the A/C compressor low on the engine where it will interfere with the crossmember. I have an idea of mounting the factory GN pancake style A/C compressor on the odd (left) cylinder head and running it off the front belt pulley grooves on the SC balancer (all other assy's use the inboard belt pulley grooves).
I would probably make my own wiring harness, but would try to start with one from a 1998 F-body Auto car. I would use a 1998 PCM and a built 4L60-E trans. Would also custom build headers and crossover pipe similar to what Dave at TEP did in his GN swap. Obviously mine would have to be different to accommodate for the A/C compressor / lines.
But that's just what I would do.
-ryan
yup
FullThrottleV6.com - V6 Camaro, Firebird, Grand Prix, Mustang, and Challenger Tech Forums has some of most knowledge people on these motors including one guy that has port the oil gally and things
