Subject says it all , receive a free 3500 60 degree v6 want to see what it looks like under the hood as well as get some insight before even thinking about doing the swap
Thanks j body people
im confused? or am i ? where am i ? what just happend? was i drunk?
What?! Wrong forum too...
2010 Subaru Impreza WRX Limited
1999 Cavalier Z24 Supercharged
1999 Grand AM SE (Beater Car)
1997 GMC Sierra
2007 Honda CBR 600RR
2005 Honda TRX450R
I think he was trying to say that he recieved a free 3500 and he wants to see pictures of it swapped into a 3rd gen. Yes it can be done. No, I don't think it has been on a 3rd gen. I know of a 2nd Gen that's 3500 swapped but no 95+. It can be done but it's gonna require some thrifty wiring and PCM research. It's not as easy as a 3400 swap because the 3500 is VVT, so you'd have to use a computer from that engine, limiting the possibilities.
2002 Cavalier "LS Sport"
Antler wrote:I think he was trying to say that he recieved a free 3500 and he wants to see pictures of it swapped into a 3rd gen. Yes it can be done. No, I don't think it has been on a 3rd gen. I know of a 2nd Gen that's 3500 swapped but no 95+. It can be done but it's gonna require some thrifty wiring and PCM research. It's not as easy as a 3400 swap because the 3500 is VVT, so you'd have to use a computer from that engine, limiting the possibilities.
I thought he was gonna GIVE us a 3500 to swap just to see it happen...
I dunno, retarded imho...Might as well get an LS4 in there or something for that kinda work...
Buildin' n' Boostin for 08' - Alex Richards
Quiklilcav wrote:Alex Richards wrote:I dunno, retarded imho...Might as well get an LS4 in there or something for that kinda work...
Are you serious?
You do realize that the 3500, depending on what version, is pretty much the same as a 3400, right? It could be swapped just as easily.
The VVT version is another story, since the electronics would be a major headache.
The point is with THAT much work into the wiring/electronics and getting it to play nice in a J-body platform and run correctly you might as well throw a 3800 in there for less work and the same horsepower...or do just as much work with the wiring and electronics and put an LS4 in and bump yourself on up to cammed smallblock power in the neighborhood of over 300.
Quote:
The LX9 3500 is an OHV engine based on the 3400 V6. It incorporates electronic throttle control.Bore is 94 mm, stroke is 84 mm for a displacement of 3498 cc (213 cu in). A GM Press Release for the 2004 Malibu described the 3500 thus: "3.5-liter V-6, will debut in the 2004 Chevrolet Malibu. The engine offers improved performance and fuel efficiency, and runs smoother and quieter than earlier generation V-6 engines. The 3500 V-6 features an advanced powertrain control module, improved fuel injection system, a redesigned exhaust manifold and a new catalytic converter contribute to reduced emissions, as well as improved efficiency and performance characteristics. Improvements in cooling, sealing and the accessory drive system add to the engine's overall quality, reliability and durability." Power output ranges from 196 hp (146 kW) to 201 hp (150 kW), torque ranges from 213 lb·ft (289 N·m) to 221 lb·ft (300 N·m). This engine was retired after the 2006 model year, being replaced by the 3.5 L LZ4 V6 for 2007.
I see some problems...Big problems...
-Electronic throttle control, that will be hard enough getting around the computer, which happens AFTER you figure out a way to put a drive-by-wire throttle body on it.
- Advanced PCM. Read as my $2500 scan tool cant connect to it to even read OBD data...so what makes you think ANYTHING on a 3rd gen will be able to talk to it? Let alone the fact that it would be completely missing probably multiple networks and serial data links. Not to mention the catalytic converter, which has come a long way and with the energy crunch is set to undergo a big change in coming years to reduce emissions and drive up efficiency, which means its going to watch that Cat alot more closely.
- Lastly it was only in production two years, read as hard to get ahold of. Beyond that, your looking at the headache of the VVT, which SHOULD be self contained, but you never know.
Now, for all of that as just an overview of possible issues your running into...Would you not rather swap an L36 or even a L67 and have a much easier time of it? OR have just as hard a time with it and have over 300? It would be cool to see, but worth it? Na, I dont think so.
Buildin' n' Boostin for 08' - Alex Richards
I'm pretty sure the 3500 doesn't have VVT. There are very few cam-in-block pushrod engnies that have VVT, fairly certain the LX9 isn't one of them.
14.330 @ 96.37mph
well if the 3400 can be swapped im pretty sure a 3500 ohv motor would be swapped in with maybe a little more work
BlownBlackZ wrote:I'm pretty sure the 3500 doesn't have VVT. There are very few cam-in-block pushrod engnies that have VVT, fairly certain the LX9 isn't one of them.
The LX9 does not, but the engine that replaced it in 2007 did. My point was that the one without VVT was only in production two years. VVT should be relativly self contained in the engine management side of things but I have a feeling there are transmission parameters that are set up to change when VVT is enabled or disabled.
Most of the points I made, made no mention of the VVT anyway. The biggest issue I see is in how cars are being built these days...which is completely and fully integrated, highly coded serial data networks branching between several control modules and computers all in constant communication. The PCM is one of them and getting a PCM that will run the 3500 with the added benefits of it will be hard to get to run nicely with anything on the J. You'd need to keep your old PCM for alot of things like gauge clusters, etc.
Buildin' n' Boostin for 08' - Alex Richards
Alex Richards wrote:Quiklilcav wrote:Alex Richards wrote:I dunno, retarded imho...Might as well get an LS4 in there or something for that kinda work...
Are you serious?
You do realize that the 3500, depending on what version, is pretty much the same as a 3400, right? It could be swapped just as easily.
The VVT version is another story, since the electronics would be a major headache.
The point is with THAT much work into the wiring/electronics and getting it to play nice in a J-body platform and run correctly you might as well throw a 3800 in there for less work and the same horsepower...or do just as much work with the wiring and electronics and put an LS4 in and bump yourself on up to cammed smallblock power in the neighborhood of over 300.
Quote:
The LX9 3500 is an OHV engine based on the 3400 V6. It incorporates electronic throttle control.Bore is 94 mm, stroke is 84 mm for a displacement of 3498 cc (213 cu in). A GM Press Release for the 2004 Malibu described the 3500 thus: "3.5-liter V-6, will debut in the 2004 Chevrolet Malibu. The engine offers improved performance and fuel efficiency, and runs smoother and quieter than earlier generation V-6 engines. The 3500 V-6 features an advanced powertrain control module, improved fuel injection system, a redesigned exhaust manifold and a new catalytic converter contribute to reduced emissions, as well as improved efficiency and performance characteristics. Improvements in cooling, sealing and the accessory drive system add to the engine's overall quality, reliability and durability." Power output ranges from 196 hp (146 kW) to 201 hp (150 kW), torque ranges from 213 lb·ft (289 N·m) to 221 lb·ft (300 N·m). This engine was retired after the 2006 model year, being replaced by the 3.5 L LZ4 V6 for 2007.
I see some problems...Big problems...
-Electronic throttle control, that will be hard enough getting around the computer, which happens AFTER you figure out a way to put a drive-by-wire throttle body on it.
- Advanced PCM. Read as my $2500 scan tool cant connect to it to even read OBD data...so what makes you think ANYTHING on a 3rd gen will be able to talk to it? Let alone the fact that it would be completely missing probably multiple networks and serial data links. Not to mention the catalytic converter, which has come a long way and with the energy crunch is set to undergo a big change in coming years to reduce emissions and drive up efficiency, which means its going to watch that Cat alot more closely.
- Lastly it was only in production two years, read as hard to get ahold of. Beyond that, your looking at the headache of the VVT, which SHOULD be self contained, but you never know.
Now, for all of that as just an overview of possible issues your running into...Would you not rather swap an L36 or even a L67 and have a much easier time of it? OR have just as hard a time with it and have over 300? It would be cool to see, but worth it? Na, I dont think so.
Thank you I think? guess this question was just a little to basic... i know that a 3.1,3.2,.3.4,3.5,3.6 and 3.8 can be swap and of course going from a 4 banger to a v6 is going to bring changes that will have to be done. I am simply asking in the photos and media section if anyone had a picture of the 3500 in a jbody....NOT DIFFICULT >>>if you have a picture please post it >>>if not then I am not asking YOU for insight
Thanks though you guys did create some interesting reading.
Cody Hendricks wrote:Alex Richards wrote:Quiklilcav wrote:Alex Richards wrote:I dunno, retarded imho...Might as well get an LS4 in there or something for that kinda work...
Are you serious?
You do realize that the 3500, depending on what version, is pretty much the same as a 3400, right? It could be swapped just as easily.
The VVT version is another story, since the electronics would be a major headache.
The point is with THAT much work into the wiring/electronics and getting it to play nice in a J-body platform and run correctly you might as well throw a 3800 in there for less work and the same horsepower...or do just as much work with the wiring and electronics and put an LS4 in and bump yourself on up to cammed smallblock power in the neighborhood of over 300.
Quote:
The LX9 3500 is an OHV engine based on the 3400 V6. It incorporates electronic throttle control.Bore is 94 mm, stroke is 84 mm for a displacement of 3498 cc (213 cu in). A GM Press Release for the 2004 Malibu described the 3500 thus: "3.5-liter V-6, will debut in the 2004 Chevrolet Malibu. The engine offers improved performance and fuel efficiency, and runs smoother and quieter than earlier generation V-6 engines. The 3500 V-6 features an advanced powertrain control module, improved fuel injection system, a redesigned exhaust manifold and a new catalytic converter contribute to reduced emissions, as well as improved efficiency and performance characteristics. Improvements in cooling, sealing and the accessory drive system add to the engine's overall quality, reliability and durability." Power output ranges from 196 hp (146 kW) to 201 hp (150 kW), torque ranges from 213 lb·ft (289 N·m) to 221 lb·ft (300 N·m). This engine was retired after the 2006 model year, being replaced by the 3.5 L LZ4 V6 for 2007.
I see some problems...Big problems...
-Electronic throttle control, that will be hard enough getting around the computer, which happens AFTER you figure out a way to put a drive-by-wire throttle body on it.
- Advanced PCM. Read as my $2500 scan tool cant connect to it to even read OBD data...so what makes you think ANYTHING on a 3rd gen will be able to talk to it? Let alone the fact that it would be completely missing probably multiple networks and serial data links. Not to mention the catalytic converter, which has come a long way and with the energy crunch is set to undergo a big change in coming years to reduce emissions and drive up efficiency, which means its going to watch that Cat alot more closely.
- Lastly it was only in production two years, read as hard to get ahold of. Beyond that, your looking at the headache of the VVT, which SHOULD be self contained, but you never know.
Now, for all of that as just an overview of possible issues your running into...Would you not rather swap an L36 or even a L67 and have a much easier time of it? OR have just as hard a time with it and have over 300? It would be cool to see, but worth it? Na, I dont think so.
Thank you I think? guess this question was just a little to basic... i know that a 3.1,3.2,.3.4,3.5,3.6 and 3.8 can be swap and of course going from a 4 banger to a v6 is going to bring changes that will have to be done. I am simply asking in the photos and media section if anyone had a picture of the 3500 in a jbody....NOT DIFFICULT >>>if you have a picture please post it >>>if not then I am not asking YOU for insight
Thanks though you guys did create some interesting reading.
here ya go....
you didn't say what year jbody lol no its not my car...
Edited 1 time(s). Last edited Thursday, December 25, 2008 1:04 PM
Alex Richards wrote:BlownBlackZ wrote:I'm pretty sure the 3500 doesn't have VVT. There are very few cam-in-block pushrod engnies that have VVT, fairly certain the LX9 isn't one of them.
The LX9 does not, but the engine that replaced it in 2007 did. My point was that the one without VVT was only in production two years. VVT should be relativly self contained in the engine management side of things but I have a feeling there are transmission parameters that are set up to change when VVT is enabled or disabled.
Most of the points I made, made no mention of the VVT anyway. The biggest issue I see is in how cars are being built these days...which is completely and fully integrated, highly coded serial data networks branching between several control modules and computers all in constant communication. The PCM is one of them and getting a PCM that will run the 3500 with the added benefits of it will be hard to get to run nicely with anything on the J. You'd need to keep your old PCM for alot of things like gauge clusters, etc.
its called custom gauge made by autometer they do wonders if you have researched motorswaps you will know what the issues with the gauges are and how to fix them
you only need your old PCM for the 95-99 and the amount of work for that you can buy autometers liek darren and i did and solved the issue
2000+ you can use the factory gauges (3500 unsure) 3400 yes with the right PCM program
JBO since July 30, 2001
gtpsunfire wrote:Thats not a 3500. Thats a 3400 with a 3500 top-end.
its dave's car, seen it many times before at the v6z24 bash. and it is a 3500
| '89 Z24 Auto | '99 Prelude 5spd | '04 GS500F | '05 HD 883L |
girlRacer wrote:gtpsunfire wrote:Thats not a 3500. Thats a 3400 with a 3500 top-end.
its dave's car, seen it many times before at the v6z24 bash. and it is a 3500
She's Correct, I think it's putting down somewhere around 275 at the wheels, N/A...
2002 Cavalier "LS Sport"
Antler wrote:girlRacer wrote:gtpsunfire wrote:Thats not a 3500. Thats a 3400 with a 3500 top-end.
its dave's car, seen it many times before at the v6z24 bash. and it is a 3500
She's Correct, I think it's putting down somewhere around 275 at the wheels, N/A...
she is correct...
http://www.v6z24.com/registry/whitelightning2/
Edited 1 time(s). Last edited Wednesday, December 31, 2008 12:28 AM
Did not know that it was quite that simple, Im looking more from the PCM design standpoint.
I have not been on the 60degreev6 forums since i had my camaro, prolly a good 2 or 3 years ago at least.
Buildin' n' Boostin for 08' - Alex Richards
i like it 
