thats why i asked about valve size on the 3500 , the locks are for 11/32nd valves

quick search shows the 3500 valves are 8mm or 5/16th not 11/32's

 

if thats true and the vales are 8mm he needs theese locks

https://www.summitracing.com/parts/cca-623-12


though those show up as ls engine only for some reason

 

These intakes are growing on me, but again I never fiddled with the 3500 engine. Dave, if I tell Joe to shoot over to Red and Black and pick up one for me, aside from the grinding the OP did to the engine above the waterpump which is easy, do these intakes literally bolt to the 2.8 heads, or are the 3.5 heads needed too to complete the swap? It's a pretty interesting mod...

 

needs to have the 3400 or 3500 heads

 

Gentlemen thank you all for your input. So I was taking to the rep from summit Friday and found out that they messed up on thier end, they gave me the wrong locks. So they are shipping COMP Cams Race Valve Locks 623-12 for me; just like project89 had said. Since they did mess up they are paying for shipping, crediting me for the old locks and I get to keep them aswell 😆😎

 

On another note, the rest of my parts are in

 

The hell with that, makes more sense to just buy a whole 3.5 from the yard...

Nice. I'll be following along, it's coming out sweet so far. Get it done...

 

Thanks bro, definitely going to be pulling some late nights to get this done by end of December *crosses fingers* lol

Keep looking through diffrent yards, you might catch a deal. There's a yard here by me called standard Auto wreckers that does all you can carry parts day for $50, once a month.

I got 3500 heads, UIM, LIM, fuel rails from 3400 & 3500, 3400 UIM, LIM and more for $50

Can't go wrong with that lol

 

LOL, I read "Standard Auto Wreckers" and then immediately looked at your location...

I'm about an hour to an hour and half from T.O. depending on where in T.O. you are. haha.

 

The aluminum 3100 heads should work, but then the 3400 / 3500 intakes probably don't clear the distributor. Not sure if the 3400 heads would even work on a 2.8 / 3.1, but 3500 heads wouldnt.
Swapping any of the aluminum-head versions is a problem because none of them were configured for a RWD car. Plus the 3900, and maybe the 3500, would require a lot of rewiring and their newer PCMs.
The 3100 and 3900 were both offered with manuals, but the 3400 and 3500 were automatic-only, AFAIK.

 

3100, and 3400 heads all fit the same, block wise. They share the same bore. The intakes can be different depending on the year. '99 and earlier 3100 uses small ports and is not interchangable with the later 3100 or 3400 parts.

None of the aluminum head FWD intakes (including the gen2 offerings) will clear a dizzy. This is why a swap to DIS is more than recomended. You also gain better spark timing with a hotter spark. I've ran both dizzy and DIS on the same engine and it was a night and day difference. The only change being the swap to DIS ignition.

There are two different 3500s. The LX9, is the "High Value" V6 and has no VVT, it's very much like a 3400, with some key differences, being the actually trigger wheel, the DBW throttle body and some minor physical differences in the block.
Then there's the LZ4, which is basically an LZ9 with a shorter stroke, It has VVT and some applications had DoD (The actual RPO code for the DoD versions eludes me right now).

Using aluminum heads in a longitudinal appliaction is not a huge issue. The intakes will rotate 180 degrees, both the upper and lower without any issues. The most difficult part is getting the belt driven accessories all squared away, but using the longitudinal front cover and some slight modifications to the brackets can be used on a 3100, 3400 or 3500.

The 3100 was never offered with a manual trans. I haven't paid enough attention to the 3900 OEM applications to know about transmission options for it.

 

I thought there was some version of the Cobalt that had the 3100 with a Getrag? Maybe a one-off swap, IDK
I knew the bore centers are the same, but don't the 3100 heads have smaller valves? I'm sure they're smaller than 3500 valves.
I did try a FWD 3400 into a blue '96 Firebird when I was a young machinist in Rome, Georgia, It was a hassle and a half, to the extent that I'd rather just use the RWD 3.4 block with the FWD heads rather than try to adapt the FWD block again.
The 3900 was offered with the Getrag "F40" transaxle ( not related to the Ferrari F-40) in the 06-07 G6 GT. That '06 trans is extremely valuable to Fiero guys, the '07 version is useful for Grand Prix GTP and similar.

 

Quick questions guys... so when I bolt the 3500 heads to the 3.4 block, I should use 3500 head bolts? Or the original rwd 3.4 bolts? They will be new cause I know they are TTY.

Also just to clarify since I'm using 3400 03 impala pistons I should match the head gaskets to the piston and not for the 3500 heads... correct?

 

I would assume you would use 3500 bolts..... always match the head bolts to the heads. Thats what I was always tought when it came to the hybrids....

Yes you have a 3.4L RWD block.... 3500 Heads, so use the 3400 fwd Pistons so that your compression is lower. Although im not sure what the combustion chamber size is when comparing 3400 and 3500 heads.... someone else may have to chime in on that as i have never delt with them.

 

Use 3400/3500 head bolts, half of the 3.4 iron head bolts will be too short. As for head gaskets I would use the 3400 impala gaskets with the 3400 pistons. The 3500 gaskets have a bigger bore.

 

Thanks guys! So just a small update...
Camshaft, pistons, rods and mains are all in
Cylinder heads are completed/painted with new coil springs (mock mounted atm till I get the head gaskets)
Headers are already slotted & ready to go.

Just got to buy a new oil pan and pick up tube tomorrow, so I can install the high volume oil pump.

According to Mitchell were not suppose to re use the old pick up tube? I'm assuming its because of the press fit, might distort when removing..

Then I'll be sand blasting the UIM, LIM, crank pulley and timing cover.

Slowly but surely😫 money is a little tight but I'm making it work lol

 

So fresh and clean

 

Which torque spec shall I go with? 3500 heads specs, 3.4 block specs or 3400 head gasket specs? What did you guys go with?

 

3500 non vvt specs.

 

Just waiting to pick up the head bolt sealant then I'll be good to torque the heads down..

 

You don't need sealant on the head bolts, though a torquing lube, like ARP's Ultra Torque would be a good idea.

The head bolt holes are blind and don't require a sealer.

 

Thats Weird cause according to Mitchellondemand, gm specially says to use Gm 1052080 sealant. This was under a 1994 camaro 3.4 platform

 

I have heard of people using thread sealant before and a few friends I know use them on certain engines but I personally have never used it. I never saw a point of it. I did use a arp's torque Lube because I have their head studs and if not I usually do use some never seeze just so I can get a proper torque rating. And I always clean up the threads (chase them) in the Block as well.

 

Red head bolts give it a nice touch 😉

Heads are torqued ✔
Headders slotted and test fitted ✔
Water pump and timing cover painted last night gona put them on today..

Just missing the oil pump pick up tube... nobody can get it locally, looks like i gotta get it from summit.

Also which flywheel should i be using the 3.4 or 2.8? The tranny is a T5 from my 86 2.8 bird.
I remeber reading that they were balanced diffrently.

 

Use the 3.4 flywheel since it is neutrally balanced.

However, check to make sure they are the same thickness. The 3.4 flywheel is quite thick,which I think is partially due to trying to move the trans back in the car. I vaguely recall there being a thinner flywheel used in older F-bodies. (S10 for sure uses a thinner flywheel).

Also FYI, the 3.4 flywheel seems to be very difficult to source in the aftermarket (even as a stock replacement), since that's the flywheel I use in my conversion, I have a spare and would like one more, so I keep my eyes out for one. 3.1 F-bodies also used the same flywheel as the 3.4.

 

She's comming along guys! Waiting for my oil pump pick up tube then I'm pretty much set, got everything eles I need.

Also the car is an 89 T/A shell witch had a v8 in it (still has the v8 rubber engine mounts on the subframe). Now would the v6 engine mounts & brackets from the original 95 3.4 block work? Or I have my old 2.8 mounts from my 86 bird... if that would work too

 

Delivery guy just dropped off my mellings pick up tube 😀😀 so the bottom end will be completed tonight.

I've ran into a snag! I think I've miss placed my upper and lower intake bolts... does anyone have any pics of the bolts by chance?

 

This project has sat for WAYY TOO LONG, finally decided to finish it up. Motor is pretty much completed


Picked up some 24lbs ford injectors, going to install them onto the 3400 fuel rail.

 

At this moment i am in the middle of building a megasquirt 2 v3 kit.

Got it commnicating with my comptuer, flashed and synced with tuner studio.

The only problem im having is understanding the ignition system part of things. For those runing a hybrid and megasquirt, what coil pack did you use? I.e 3400 or lx9 3500? I figured i would use the 3500 coil pack.

How did u guys wire up your megasquirt to accommodate it?, Gm dis style or direct coil control?

Going batch injection with wasted spark ignition.

Also those that upgraded their camshaft. Looks like alot of the cams on summit dont accommodate for computer controls, just like the cam i used.
Do i need a cam signal in order to run my megasquirt or can i do without it?

 

Is that a vacuum canister by the power steering pump with the hoses going to it?
Also, is that the alternator bracket off the 3.4l ?