So I'm going to be one of the few people to get an L67 into their Camaro. I tried looking up some information on this swap, but a lot of people stopped on their threads for any more info. Basically, I just want the L67 because its going to help me keep the weight down on the front end (albeit, its running a supercharger). Since I'm planning on getting the horsepower up on the engine, a Borg Warner T5 will not do. I am gong to convert a Corvette T56 to work in my Camaro so I at least have a transmission that will handle ~400 lb/ft of torque. I have the transmission already, and it will take me time to convert the transmission. From there, I'm going to get the engine, and start adapting the L67 to my transmission. Fortunately, there's an adapter plate that I can use so I can use a 4th-gen 3.8 bellhousing, and clock the transmission to the 3rd-gen spec. As far as the exhaust manifolds go, most people would be all, "No way in hell is there off-the-shelf header for the L67." You'd be right....if you were talking about the United States. Since they use the L67 in the VT Holden Commodore, they have the exhaust parts I need. I'll admit, its going to be expensive to ship, but I don't trust my welding skills enough to make exhaust manifolds. As for the ECM, I'll have to wing it and see what sticks. Suspension-wise, I'll have to touch it up like any other Camaro for racing. I would get IRS from the Holden too, but it won't mount up. I checked....3 times. Ultimately, I want a car that I can use for racing that won't leave me doing open-spinner burnouts on a Friday night at the drag strip.

 

Intrigued. Will be watching this. ZZP Aluminum heads? Mace Engineering Air-to-Air Intercooler set-up? Lots of possibilities...

I know the lure of Australian parts. The Borg-Warner 9-Bolt rear-ends that came in some 3rd-Gens have little to no aftermarket support here in the states, but they have tons of stuff for them in Oz. Good luck, and I hope you survive the shipping charges.

 

As far as intercoolers and heads go, those are definitely coming later. My primary goal is to make sure the Camaro can host the L67 and fit the supercharger housing. Once everything is somewhat together, I'm going to build up the engine with some new heads and internals. There's plenty of stories from Oz where they can throw plenty of power at the hypereutectic pistons in a stock L67. As far as rear ends go, I didn't know they had more aftermarket for them. I will have to look into that. I am excited for this, and just pray that I don't detonate on whatever the first pass at the drag strip will be for this.

 

There have been some 3800 swaps into 3rd-Gens. It's been a while since someone did those swaps, but check out the V6 Board.

The main thing I'm after is a TrueTrac LSD for the 9-Bolt, which Harrop makes. It's expensive, mainly because it's a custom item, and shipping is HIGH. Oh, well.

 

Ah, yeah. I've been following somebody's build where they're using a 4th-gen Camaro 3.8 and stuffing it with a turbo. I definitely should look for some more builds though.

And as far as the TrueTrac LSD from 'Straya, the exchange rate is pretty good for us. Its $0.72 US to $1 AU, so its not the worst buy in the world at least. For my car, I've been eye-balling this Torsen diff in my area for a decent price. I have 3.42 gears, so it should work on my rear end if I swap to 28-spline axles as well.

http://phoenix.craigslist.org/nph/pts/5185220446.html

 

Yeah, but custom part and shipping trump the exchange rate. LOL!

That Torsen should work well for you. About the only thing better would be a TrueTrac.

 

I dont know if it was mentioned but there were headers avali le for 4th gen v6 camaros. Also tubular manifolds on 99-02 werent that bad and i think oeople were only dynoing a few extra hp with headers.

 

Hmm! I'll have to look those up! Right now, I'm just saving up for the parts to my T56. I also found an L67 at the junkyard! I just need to grab the right oil pan and flywheel before I yank the engine. I'm also practicing building up the rear end by adding an Auburn LSD to my Firebird.

 

I'll be watching. I have a thread in the V6 section. I am dropping an L36 with a turbo in my car. The thread is being updated very slowly due to money, but I should be able to update it a whole lot more in the near future.

 

Yeah, I've seen your thread! It's pretty awesome from what I saw. Right now, I'm just working towards rebuilding the T56 from a Corvette to work in my car. I remember seeing that you got your motor mounts from someone that had previously worked on doing another 3800 build. Would you happen to know if the mounts are custom, or parts I can get from other cars?

 

I have a progress update (finally)! I started pulling out the rear suspension to start rebuilding the rear end, and there's gear oil pouring from every seal. It definitely needs a rebuild before I run the L67 through it. As for the engine bay, I'm getting it all cleaned out so I can work in a clean workspace. I even took the liberty of making a Roadkill-style list of what I need to do. This is no small job, but I know what I need to do.

 

Yup, lists like that can be intimidating...at first.

 

I have a status update on the swap!

I haven't made much progress in a while because I had moved in with a couple of friends and didn't have much time to work on the car. Now that I've move away from those turds, I've had some free time to play around with the mounts. After checking out DarkHorse's mounts on his L36 swap, I realized that the perches for an LH0 have the same bolt pattern. I'm essentially chop the existing mount perch from the old engine to where it will fit when I have the L67 ready. It's almost like the perch was made in mind for this swap! And again, all it will take to is chopping the bolt holes for the LH0 and drilling a new hole for the L67. I also need to get a Camaro L36 oil pan, as the L67 block is the same as the L36.

 

Ever think about going 60-to-90 adapter & LS bellhousing?
I hadn't looked into 3800 bell to adapter to T56.

 

I looked into the adapter plate I've seen on thegearbox.org that lets you take the 60-degree to T56 adapter plate.

http://www.thegearbox.org/catalog/item/3838217/4803441.htm

The L67's bell housing design is the exact same as the LH0, which came with a T5, which will enable me to run said adapter plate. I just hope I can run an aftermarket T56 mount because of the thickness of the adapter plate.

 

Reason I ask:
http://www.thegearbox.org/catalog/it...17/4803441.htm needs re-drilled it for the Ford T5 pattern (used on 4th gen 3.8 bellhousing) is what you're looking at. 0.500" thick.

http://www.speedwaymotors.com/60-Deg...late,3280.html plus T56 bellhousing is what I was asking if you had reviewed. 0.125" thick. You could run the concentric slavecylinder for a 4th gen; slave spacer to be determined.

Other than the option to run a scattershield with the latter, one could go either way.

What crossmember were you going to run? Or were you going to mod the stock one? Does the trans. have 13-86-015 on the tag?

 

I actually didn't look that far deep into the adapter plate to find the 60-degree to LS adapter. That second adapter plate may be worth my while.

As for the crossmember, I would love to re-use the stock piece. I'll probably try modding it and see how well I can make it work, but I don't remember the number off the old transmission. I sold that thing a while back.

 

Cool. I figured you still had the T56 still.
I've looked into T5 and T56 options for a RWD 3400 for a friend, so I wanted to see what you had found also. I figured on building him a 4th gen T5 w/S10 tail because of what parts we have in-hand. Ratios somewhere in between a GTO T56 and the 4th gen T5 would be nice, but there's just not too many ways to go about it & still keep it GM clutch spline. I did find out more about what got the Muncie bellhousing pattern & Ford bell pattern than I knew before. LOL

 

Oh, my bad lol! I do have a T56 still, but it's for a Corvette. I'm going to rebuild it to GTO-spec. I'm trying to see if I can get the CTS-V's first gear ratio to go better with the L67.

 

You would need input, countershaft, 1st, 2nd, and 3rd gear to convert ratios. The supercharger migh makr one gearset better than another; not sure.

 

[QUOTE=AussiePr0nCar;5954175]So I'm going to be one of the few people to get an L67 into their Camaro. I tried looking up some information on this swap, but a lot of people stopped on their threads for any more info. Basically, I just want the L67 because its going to help me keep the weight down on the front end (albeit, its running a supercharger). Since I'm planning on getting the horsepower up on the engine, a Borg Warner T5 will not do. I am gong to convert a Corvette T56 to work in my Camaro so I at least have a transmission that will handle ~400 lb/ft of torque. I have the transmission already, and it will take me time to convert the transmission. From there, I'm going to get the engine, and start adapting the L67 to my transmission. Fortunately, there's an adapter plate that I can use so I can use a 4th-gen 3.8 bellhousing, and clock the transmission to the 3rd-gen spec. As far as the exhaust manifolds go, most people would be all, "No way in hell is there off-the-shelf header for the L67." You'd be right....if you were talking about the United States. Since they use the L67 in the VT Holden Commodore, they have the exhaust parts I need. I'll admit, its going to be expensive to ship, but I don't trust my welding skills enough to make exhaust manifolds. As for the ECM, I'll have to wing it and see what sticks. Suspension-wise, I'll have to touch it up like any other Camaro for racing. I would get IRS from the Holden too, but it won't mount up. I checked....3 times. Ultimately, I want a car that I can use for racing that won't leave me doing open-spinner burnouts on a Friday night at the drag strip.

hey bro pretty much doing the same swap but different car where did you get your bell housing and flywheel from.