Hey all,

I've decided to take the leap and go Gen III/IV on my GTA. Therefore, I'm letting go of all the assorted Gen I stuff I've gathered up in order to complete my build. I can post up pictures of everything later this weekend when I get the chance. Suffice to say this is all in great shape, as I've been storing it in preparation to install it in my GTA. I've finally come to the realization that it'll be a lot easier to create a smooth daily driver with my power goals using an LS, so this stuff needs to go.

1. TBI 350 Shortblock/GMPP Vortec Heads/Edelbrock Performer, w/ Roller Cam Gear: $1200
-GM Goodwrench 1987-1995 210hp Truck 350 #125687258 (minus heads), 32k miles
-GM Performance Parts Vortec Heads #12558060, 13k miles
-ARP Hex Head Bolts #ARP-134-3601, 13k miles
-Comp Cams Magnum Self Aligning 1.6:1 Roller Tip Rocker Arms #1418-16, 13k miles
-Chrome Valve Covers, factory style
-Edelbrock Performer Vortec Intake Manifold #2116, 13k miles
-Fel-Pro #1255 Vortec Intake Manifold Gaset, 13k miles
-ARP Intake Manifold Bolts #ARP-134-2002, 13k miles
-(Included, NOT INSTALLED)Roller Cam Gear from 1987 Formula LG4 (dogbones, spider, bolts, cam bolts and plate)
-(Included, NOT INSTALLED) Jegs Double Roller Timing Chain (OE Roller Block) #555-20417, 24k miles

This is the motor that came out of my now totalled 1990 GMC R1500 Suburban. The factory engine blew and was replaced in June 2009 just prior to my purchase of the vehicle. I ran this long block until July 2011, at which point I replaced the entire top-end with brand new GMPP Vortec heads and the supporting equipment listed above. I ran this engine until March 2012, adding another 13k miles to the 19k that were on it when I pulled it apart. This engine always had Mobil 1 Synthetic 10W-30 oil changes at every 3k for its entire life. It was installed with a new factory radiator and completely flushed cooling system. I flushed the cooling system again completely when I did the head/intake swap, as well as adding a new larger radiator to up my towing capacity. This engine knocked down 16-18 hwy mpg in my suburban with a TH700 and 3.73 gears on 29" tires.

When I pulled the engine, I prepped it for storage with the intention of installing it in my GTA at a later date. I fogged the intake and exhaust ports with Stabil engine storage oil, and squirted oil in each of the spark plug holes with an oil can. I then turned the engine over several times to lubricate the cylinders well. The engine was stored in the back of our enclosed garage with covering over all ports, holes, etc.

Although this engine has a flat tappet cam installed, the block has the provisions for a roller cam. I have the dogbones, spider, bolts, cam bolts and plate, and roller timing chain set necessary to install any OEM roller cam. I will include these with the sale of the engine. You are a cam and valvespring swap away from very respectable numbers here.

I will sell the complete engine, still assembled, ready to run, for $1200.
I will sell the intake separately for $125
Engine without Intake for $1100
Engine without Intake or Roller Cam Gear for $1000
I am not interested in breaking the engine down past this point at this time.

Engine as it sits in the garage now:


2. GM Performance Parts Ramjet Intake Setup: SOLD
Complete Ramjet Setup, includes:
-Ramjet Manifold
-Ramjet Throttle Body + Bolts and Sensors
-Ramjet Fuel Rails and Crossover + Bolts
-Ramjet Fuel Pressure Regulator
-Ramjet Fuel Injectors
-Ramjet Distributor Hold Down and Bolt
-Ramjet MAP Sensor and Bolts
-Ramjet PVC Valve
-Ramjet Coolant Thermostat Neck
-Ramjet Coolant Temp Sensor

This is a complete setup, that as best as I can tell, has never been installed or run on an engine. The owner I bought it from dropped it at some point and broke the rear drivers side corner of the intake itself off. The intake and broken piece were bolted down to a Vortec engine, and very nicely re-welded. This intake is very, very close to being perfectly straight. I would recommend a small amount of the mounting surface be machined down to insure that the surface is completely flat. That, coupled with a .120" intake gasket should allow this intake to be installed and seal up just like new.

I planned to have the machine work done and install it on the Vortec motor above. As I said, plans have changed, and now its time to go. I want $500 for the whole thing. The parts other than the intake manifold are worth at least that much, so you're pretty much getting the manifold for free minus the cost of repair.










3. COMPLETE LT1/SBC T56 Swap: $1250
I'm not joking on this one. This is absolutely everything you need to install a T56 transmission in a 3rd Gen F-Body, front to back, auto to manual. I pulled this out of my totalled '87 Formula back in the Summer of 2011, and have been storing it ever since with the anticipation of swapping it into my GTA. I've decided that the GTA is too clean to cut up, so I'll be going with a built 4L60e instead.

Includes:
-T56 Transmission from '93 Camaro Z28 (early .63 overdrive 6th gear, rebuilt before I purchased it)
-'93 Camaro Z28 LT1 Bellhousing, clutch fork, shifter, shift boot, and transmission mount
-4th Gen F-Body clutch and brake pedals (accelerator pedal cut-off already done)
-T56 Torque Arm Mount w/ custom exhaust hanger to attach factory catalytic converter mount
-AC Delco LT1 Flywheel, 24k miles
-NAPA LT4 Clutch and Pressure Plate w/ throwout bearing, 24k miles
-Flywheel and Pressure Plate Bolts, 24k miles
-Skulte T56 Crossmember (just crossmember, no torque arm mount)
-GM Performance Sealed Hydraulic Clutch system (slave, master, line and reservoir), 24k miles
-Spare Hydraulic Clutch system, mileage unknown.

I put this transmission in my '87 Formula back in March 2010. The Transmission was a fresh rebuild that came out of a 93 Camaro Z28 with a blown LT1 motor down in North Carolina. The owner was tired of fooling with it, and sold me the trans, bellhousing, and shifter alone for $1250. I sourced the pedals and crossmember from eBay, and bought the clutch assembly and fittings brand new from Napa and GM. The trans performed great, and the tighter '93-only gearing is a perfect match for the 3.27 rear ends found in many 3rd gens. It also performed well with the factory 2.73 gears, something that the later model T56s do not do well. I had this trans behind a mildly built 305 (aluminum heads, XR258 cam, weiand street warrior intake, and headers/exhaust). It averaged 28 mpg hwy cruise, with a best of 31mpg.

The only issue with the trans is a slight amount of clutch chatter if you attempt to release the clutch without giving some corresponding light throttle. There are some small marks on the clutch disk that I imagine correspond to these marks. The chatter was there from the first 1k miles, and I finally quit worrying about it. My plan was to use this clutch to install and test out the trans in my GTA, and then spring for a good aftermarket clutch setup once I was sure the engagement, etc, was correct with my new swap. The flywheel won't need to be resurfaced, but it will need a but of steel wool action to take the surface rust off from sitting. Or just install it and run it off. THE TRANS WILL RUN JUST FINE AS IS WITH THIS CLUTCH, but may have slight engagement chatter. As far as positions of engagement and release, this setup was spot on.

Trust me, buying like this is way easier (and cheaper) than trying to source all this stuff individually, pay shipping for it all, etc. I would strongly prefer local pick-up, but will entertain the thought of shipping for the right price. I will split the trans casing itself ($850), from everything else ($450), as long as I have buyers for both. The cost for the complete kit is $1250.

Trans and parts in the garage (I'll get pictures of the bellhousing, pedals, clutch, and other items when I can)








I will try and post more pictures up soon. Please PM me for further details. All items are located in Milton, FL, about 10 miles East of Pensacola.

-cal30sniper

 

Interested in the ram jet. What is its height overall?

 

It's 9.75" tall from the machined flat portion at the front of the block to the highest point at the top of the manifold above it. However, the throttle body is angled down at a pretty good degree, which shows up in the images. This helps with hood clearance a lot compared to the Pro-Flo or Stealth Ram's relatively horizontal throttle body mounting. Will fit under a Camaro hood no problem. It will be tight under a Trans Am hood, but much better than a Stealth Ram, both in height and angle of the throttle body.

 

Hmmm. So I now gotta figure out what it would take to swap tpi to ramjet. I know vortec heads and I know I would have to replace the ECM or at least a chip. I am gonna do some searching on the board to see who May have completed the swap.

 

As long as you've got Vortec heads, its a fairly simple swap. The manifold already includes a FPR and 3/8 NPT hookups for fuel lines. You'll need -6AN line from the rails to your factory lines coming up by the firewall. You can run this with either a MAF or SD setup, using the factory computer. If using MAF, just connect your air inlet to the throttle body. If using SD, just hook up to the MAP in the side of the manifold. You'll need to splice for the 4th Gen/LS1 plugs on the TPS, IAC, and coolant temp, but the sensors for all of these are brand new, so you'll just have to cut off your old connectors and splice in new connectors. It uses all LS1 sensors and connections.

It should run fairly well on the stuck tune. A few rounds of datalogging and chip burning and you should have it completely dialed in.

-cal30sniper

 

Do you still have the Ramjet? Do you know off hand what horse power it is good to?

 

Ramjet is sold.

Powerwise, it's virtually identical to the HSR. There's a magazine test out there where they ran the SR, HSR, Ramjet, and Miniram head to head. The HSR and Ramjet made within 5hp of each other for the entire powerband.

 

if i ever get my taxes i would be on that t56 faster than you could blink

 

Total shipped price of edelbrock vortec performer intake? Zip is 63445.

 

Engine (minus intake) and Transmission are sold. My roommate bought them along with a 92 Firebird with a blown V6 and a T5.

I can get you a quote on that intake, but I won't be able to ship it for a while yet. It's sealing up the motor until we can get a HSR intake up on top. I'd be more than happy to sell it after that though.

 

Interesting that the heads actually say 060... Factory Vortec heads are always 906 or 062, but if you went to order them from the parts desk the part number was 060... so I always wondered if the "Replacement" heads were numbered 060... guess that confirms it.

 

That'd be fine. I'm in no hurry. I actually just found a T56 I'll be buying this coming week, so I could use a little extra time to recover from that... LOL

LMK when you're ready to sell it.

 

You piqued my curiosity. I had the valve covers off today doing the LS6 valvespring swap, and checked. The heads are stamped 12558062. Weird.

 

Nope, not weird. The part number you originally posted (12558060), is just that -- a GM part number. You can look it up at gmpartsdirect.com The number ending in 062 (or 906) is the casting number. Part number and casting number are different. Hope that helps a little bit.

-Dave