is it possible to convert a multi-belt system in my 86 tpi to a single serpetine?

 

yes you need to get the 2 brackets that bolt on the heads.i dont know if the accesories are different or not. do a search for this topic and see what results you get, i am almost positive it has come up before.

------------------
Brandon
"ScreaminDeamin 360"
1989 IROC 350 60 over, TRW forged 9.83:1 pistons,Hooker Comp headers, crane cam 216/228 .484/.512, crane 1.6 RR's, ported plenum, home made ram air, 24lb SVO injectors, crane AFPR, all going through 3 inch mandrel pipe and a flowmaster.
T-56 ,McLeod clutch, LT4 PP

http://ScreaminDeamin.cz28.com

 

Yes, the accessories are different from what I've seen and read. The alternator and A/C compressor are re-located to the opposite sides of the engine and are probably "clocked" (oriented) differently, and the P/S pump may be too. The water pump is also different, being a reverse-rotation pump (NOT reverse flow) instead of the standard-rotation pump on the '87 and older F-bodies. If you want to perform this conversion, I think TA Creations sells everything needed, or you can get everything from a junkyard car, including the A/C hoses and alternator wiring.

------------------
Greg Westphal
'87 IROC 355TPI/A4

 

Serpentine Belt Swap

------------------
If you live in Southeastern US, check us out!
South East Thirdgen

1987 Trans Am 305
14.88 @ 92.81

 

Why??

There is no point to that swap. It is only for people that have nothing else to do or are bored...... A small arguement can be made that it cleans up the look under the hood, but a v-belt setup can also be made to look very nice (see the link in my sig for my website for pics of mine). I have had the v-belt setup on my last two TPI engines and I love them. You can remove and reinstall any one of the componants at will without having to buy idler pulleys or different belts....

------------------
1987 GTA L98 MD8
355, TFS Heads, LT4 Hot Cam
My GTA

The Minnesota F-body Club

 

>Why?

1) The Aluminum Serpentine brackets are
lighter than the steel multi-belt ones

2) More supercharger options are available
for serp. systems. (Paxton is the only
multi-belt option)

mike

------------------
My Z28, ZZ4swap, TPI EPROMs

 

1) Most people will gain more weight on Thanksgiving than what the brackets will save

2) I believe Paxton dropped all third gen. superchargers from their catalog

 

As stated above, that weight savings is negligible. And if wieght is truly a concern, what about looking at removing the AC system??? If you remove the serp AC, you have to have an idler pulley - some weight savings, but you still have the engine turning a pulley for no reason and retain all of the bracketry for the AC. If you remove the AC fromt he v-belt one, it is gone. ALL of it. No idler pulley - no brackets - gone. Lets talk about the weight savings there....... Same goes for the A.I.R pump removal except you don't have to install an idler pulley for that on the serp system.

B as in B, S as in S. I have seen plenty of examples of blowers on v-belt cars. True, I recall most them being Paxtons, but I know of atleast one Vortech as well. And a couple of them most assuredly do, or atleast did, make kits for v-belt systems. And even if they don't - what? You can't fabricate a bracket for one? If you can't do that, you shouldn't be putting a blower on your car in the first place.... And what about all of the people that do it and don't put a blower on? I guess they only have reason number one - oh wait, I already blew that one up too........

It's like I stated before, there really is no point to this "mod" . The v-belt system is far more flexible for those of us that mod our cars a lot. And it isn't like the swap is free..... You are spending a lot of $$$$ to do this "mod" that will give you absolutely no gain in any performance.... I just don't see any point to it.

------------------
1987 GTA L98 MD8
355, TFS Heads, LT4 Hot Cam
My GTA

The Minnesota F-body Club

 

.

[This message has been edited by crucial (edited November 15, 2001).]

 

 

Antiquated!!? v-belts?? Hmmm.... You don't think that they would have gone to a serpentine setup because it saves the manufacturer of the car money do you? Nahhh.... that can't be it.....

In short, you are wrong crucial. All belts will do the things you mentioned if the conditions are poor enough for them. In my years as a sevice tech I saw many a serpentine belt squeek - more so than v-belts in fact!! And what happens when any one of the pulleys lock up on a serpentine setup? The belt is tossed. In a v-belt system, you only lose the belt for that component. Which one of those situations sounds better to you????

And if your buddy had that much trouble with belts, I shudder to think of the problems he had with the rest of that engine install.

I will agree that serpentine setups can be easier to work on than v-belt setups, but even that is not a 100% true statement. It really depends on what you are working on. They both have their good points and bad when it comes to ease of removal and install to accomodate other operations.

And my point was that it is a complete waste of time and money to swap out the v-belts. You get nothing in return! Why not spend that money and time on something that is actually worth while??

And FYI, I have owned and worked on plenty of serpentine and v-belt equipped cars. And I'm not hell bent. Just want to make sure people know the whole truth before they waste their money, and I appear to be the only one that sees the truth about this issue .....

------------------
1987 GTA L98 MD8
355, TFS Heads, LT4 Hot Cam
My GTA

The Minnesota F-body Club

 

Matt,
Serpentine is just easier to maintain. I have never had a serp belt slip or squeal. Never had to made an adjustment either. And when an accessory fails, I remove serp belt, swap failed part and put belt back. Done.
I also don't have to pull another accessory to get at another.
I like it.

------------------
86 Camaro Sport
LT1 Induction
383 Speed-O-Motive Crate Engine, Raptor 700R4 Tranmission, Trick Flow Twisted Wedge G2's, 58mm Accel TB, 3.73 Auburn Pro, SLP Cold Air Induction and Headers, Hooker Cat-back, Serpentine Belt Setup, Dual IROC Fans, Jamex springs, 16" IROC Rims, 36mm/24mm Sway Bars, Global West Steering Brace. Hotchkis Rear LCA's,Panhard Bar and SFC's.
My Camaro Project
Moderator at SE ThirdGen

 

I have both the serpentine belt sys. and the v-belt system. I prefer the serpentine system because I have had to replace the alt belt several times do to squeeking. I have NEVER had that problem with the Camaro that has the serpentine sys. IMO

------------------
89 Iroc 350 TPI,
Forged pistions
Comp roller Cam .510 lift 230dur
Flowmaster exhaust
Dart Iron Eagle heads 200cc runners 64cc chambers
LT1 intake soon...if I can find one!!!
stock TPI for now 24# inj
87 Trans Am GTA 350 TPI
had engine fire
SHE NOW RUNS!!!!
Flowmaster exhaust
LT1 Injectors
LT1 intake also if I can find one!!

 

Mine never eveer squeeks either because the tensioner keeps it at the right tension all the time. I know a lot of people with the v-belt system and I always hear their stuff squeek. Maybe it's because their belts are old and they dont care, but that's something I dont have to worry about when I have a serpentine system Plus it's sooo much easier working with it.

------------------
1991 Z28 5.7 TPI

ZZ4 heads, ZZ4 cam, Harland Sharp roller rockers, Accel base, SLP siamesed runners, 52MM SLP Throttle Body, Hooker Headers, Flowmaster catback, MSD6A ignition, Home made ramair system, aluminum driveshaft, WC 5-speed etc

 

I have an '86 with both belts. Serpentine for the alternator and v-belts for the AC, Smog, and Power Steering. In the 2 years I've had my car, I've replaced my serpentine belt 3 times and had to put up with squeaking serpentine twice... guess how many times I've changed my v-belts since I've have the car... ZERO... how many times have my v-belts squeaked... ZERO. There's no reason to switch to a full serpentine system. As mentioned above the weight difference means nothing because I can eliminate my AC AND the bracket... with serpentine you can't. If you wanna replace belts more often then sure, switch.

 

Your '86 doesn't count as serpentine, period. It may look like one but it is not the same as the later full serpentine system which is self-adjustable. Your '86 was NOT. Don't compare apples to oranges.
The differance being setting the correct tension, which you couldn't have unless you have the special tool. Highly doubt that for a home mechanic.



------------------
86 Camaro Sport
LT1 Induction
383 Speed-O-Motive Crate Engine, Raptor 700R4 Tranmission, Trick Flow Twisted Wedge G2's, 58mm Accel TB, 3.73 Auburn Pro, SLP Cold Air Induction and Headers, Hooker Cat-back, Serpentine Belt Setup, Dual IROC Fans, Jamex springs, 16" IROC Rims, 36mm/24mm Sway Bars, Global West Steering Brace. Hotchkis Rear LCA's,Panhard Bar and SFC's.
My Camaro Project
Moderator at SE ThirdGen

 

I have one of each. My 1987 Z28 convertible has the v-belt system and my 1987 IROC-Z coupe has been converted to serpentine.

A few points I'd like to make. The "serpentine" belt used for the alternator in the v-belt system is not a true serpentine. A serpentine system engages ALL accessories and includes a tensioner. By the true definition of the system, the water pump/alternator belt on the v-belt system is not serpentine for two reasons:

1) It does not engage all accessories &
2) It does not have a tensioner.

The only resemblance is the fact that it is a flat belt.

The flat belt used on a serpentine system "grabs" much better than a v-belt simply because it has more surface contact. More contact is essential when driving multiple accessories.

There are two disadvantages to the antequated v-belt system:

1) As belts wear, they loosen causing squealing.

2) Replacing belts are a pain. When is the last time you replaced the PS belt? Three "forward" belts must be removed first. This is very time consuming.

On a serpentine system, the belt is ALWAYS at the proper tension. To change a belt takes less than five minutes.

I do not find the argument above about weight savings valid. It is inconsequential.

Also, the discussion above about converting to serpentine for supercharged applications.... Of course it's possible to fit a serpentine designed blower kit (ATI, Vortech) to a v-belt system, it would be much more costly to fabricate blower brackets, pullies, etc. than it would be to convert the belt system. Also with multple v-belts, there is a physical limitation of having to add a blower belt in front of the present four belts -- there probably wouldn't be enough room.

I was a v-belt advocate for years, having never owned a serpentine system. This was because of lack of experience with both systems. Since I converted one of my cars to serpentine last year, I have seen the light. It is a much better system and has no disadvantages I'm aware of.

------------------
Willie

Supercharged 1987 305 IROC-Z, Daily-Driver, Emissions-Legal.
Former Paxton (6-psig) with 50-hp nitrous: 12.043 @ 112.86 mph.
ATI D1SC (10-psig): 12.056 @ 116.62 mph.
All stats are altitude corrected for 3,100 feet using NHRA's Altitude Correction Table.

http://willie.camaro-firebird.org/

1987 "20th Anniversary Commemorative Edition" Z28 Convertible -- Super Chevy Show Class Winner, 1998.

 

TRUE serpentine or not, my point it that I've never had to replace my v-belts in the 2 1/2, almost 3 years that I've had my car.

The arguement about it being a pain to change doesn't affect people like myself who have eliminated the smog pump and the AC from their car. I only have one belt in the way of the PS belt... IF I ever have to change it... and oh wow, it's soooo hard to loosen one bolt on the alternator to relieve tension on that belt to remove it. Sounds to me like the full serpentine system is for LAZY people.

Fact of the matter is, the v-belt vs. sepentine arguement is a pointless one and could go on and on and on forever with no end. Reminds me of the old MAP vs MAF arguement that keeps coming up. Let's just cut the **** here and quit arguing about this so we can all quit wasting our time on this argument and move on to helping someone else with their REAL problem.

 

Not really. It's just one LESS pain my *** when I have to get to the important stuff.


I agree 100% !



------------------
1992 Z28 5.7 TPI

ZZ4 longblock
Harland Sharp roller rockers
Accel base and SLP siamesed runners,
52MM SLP Throttle Body
Hooker Headers & Flowmaster catback
MSD6A ignition
aluminum driveshaft
World Class 5-speed

 

If you can loosen ONE bolt and remove your alternator belt on a V-belt system something is missing from the car and I should question your mechanical ability.

 

Then why do you insist on continuing to reply to this "pointless" topic?

 

Finally something I agree with. MAF has limitations just like V-belts.
MAP is limitless like the fabulous serpentine system.
GM didn't ditch the V-belts for nothing.

 

LOL... have you ever taken a look at an '86 alternator?? I doubt it... because if you had you would see that there are only two bolts holding it on... one that goes into the head on the bottom of the alternator and the other that goes through the bracket and into the other bolt hole on top. You can loosen that top bolt and the alternator will slide to the driver side allowing removal of the belt.... ONE bolt. Still don't believe me... ask Vader, the moderator of the Tech/General Engine board. He has an '86 TA as well and I'm sure would be happy to validate my claim.

Make sure you know what you're talking about before you open your mouth and make yourself look like an *** . LOL

 

Again, you're full of it. With MAF you can modify the engine without modifying the chip, whereas with MAP every little modification you do you have to burn a new chip for it. Sounds like a limitation in MAP to me.

Again, you should know what you're talking about before you open your mouth and make yourself look like an *** ... and that makes twice now. LOL


By the way, GM ditched the v-belts to save money on production costs.


[This message has been edited by 86TpiTransAm (edited November 17, 2001).]

 

You must be blind, my sig says I have a '86 car. I too had the worthless V-belts at one time along with the gutless LG4. It has come a long way from then with me as the mechanic. Many complicated mods I'm sure you couldn't even understand let alone do.
You yourself said the alternator has TWO mounting bolts yet you only have to loosen ONE to change the belt? My *** man, you must have the hinge bolt loose all the time.
Some mechanic.



------------------
86 Camaro Sport
LT1 Induction
383 Speed-O-Motive Crate Engine, Raptor 700R4 Tranmission, Trick Flow Twisted Wedge G2's, 58mm Accel TB, 3.73 Auburn Pro, SLP Cold Air Induction and Headers, Hooker Cat-back, Serpentine Belt Setup, Dual IROC Fans, Jamex springs, 16" IROC Rims, 36mm/24mm Sway Bars, Global West Steering Brace. Hotchkis Rear LCA's,Panhard Bar and SFC's.
My Camaro Project
Moderator at SE ThirdGen

 

Oh, so your the expert chip burner huh? Tell me, just how many chips have you burnt ever? I can tell you one thing, I have burnt more chips then years you've been alive.
You just said with MAF you can modify the engine all you want without changing the chip. That PROVES your ignorance.
Let me see you take a stock MAF computer to 7200rpm's. My MAP can.



------------------
86 Camaro Sport
LT1 Induction
383 Speed-O-Motive Crate Engine, Raptor 700R4 Tranmission, Trick Flow Twisted Wedge G2's, 58mm Accel TB, 3.73 Auburn Pro, SLP Cold Air Induction and Headers, Hooker Cat-back, Serpentine Belt Setup, Dual IROC Fans, Jamex springs, 16" IROC Rims, 36mm/24mm Sway Bars, Global West Steering Brace. Hotchkis Rear LCA's,Panhard Bar and SFC's.
My Camaro Project
Moderator at SE ThirdGen

 

Again, GM proved the V-belts aren't worth the MONEY!

 

There's no point in over tightening the hinge bolt as long it's not so loose that the alternator flops in place. The top bolt is what holds the alternator in place to keep the belt tight. That's the way I've always done mine.

I don't think it's the worthless v-belts that you should worry about but rather that worthless camaro you have that you call a car.

 

1. I didn't say anything about being an expert chip burner.

2. I didn't say you could modify the engine "all you want" ... don't twist the words around.

3. I was just simply proving that the MAP has limitations as well... and I did that

 

86TpiTransAm, You can't even quote correctly. Drop it.

 

WOW! Settle down folks!! This doesn't need to come to blows . Just a friendly exchange of information ....

But I see a couple of things that keep coming up that I just have to comment on.

The 'flat' style belt is referred to as a Ribbed belt. And just because the car has a ribbed belt, doesn't mean it is a serpentine setup. Serpentine setups are named after the way the belt winds around all of the accessories. So to qualify as a serpentine belt, it will need to drive all (or almost all) of the belt driven accessories of the engine and wind around from one to the other.

Ribbed belts are much better at providing more surface area for the belt and pulley to interface through and are a more heavy duty design. But they are not requirred on every single accessory that gets turned by a belt... A v-belt is plenty good for a lot of accessories (have been for years...).

I was a service technician for a few years (before I got sick of getting the giant shaft when they handed out the pay checks... ....) and I am gonna tell all of you that a true serpentine belt setup will squeel to beat all he11. The tension is not ALWAYS proper... They are not squeel-proof, as some of you make them out to be. When the belts get old, they squeel. When the tensioner gets old and/or gives up, they squeel. When any one of the components lock up, they squeel. When the belt gets contaminated, it squeels, etc, etc, etc........ But like I said before, if the conditions are equally poor for both systems, they both will have problems. Conversely, if the conditions for both systems are equally good, they both won't have problems...

Clarification: Just because GM decided that v-belts weren't cost effective does not indicate that they aren't worth the money that the system costs. They could care less if it is worth 'it' or not, they just want the cheapest and easiest way to build and sell cars. I suspect that they saved the most money by producing these cheap cast aluminum brackets that could be used on anything from a 4.3L T10 to a 5.7L Z28. Versus the much more specialized and difficult to make steel v-belt setup brackets. Whatever the reason, my point is that it is not even remotely cost effective for a guy with a v-belt setup to swap to a serpentine setup... You will not be able to convince me otherwise.....

And the statement that it costs more to make one fabricated (or even two, lets say for the sake of the argument) bracket for a supercharger kit then it does to convert the entire system to a serpentine is complete B as in B, S as in S. Hello? Two pieces of steel that you have cut, drilled, welded, and maybe tapped, costs more than a complete swap to serpentine???? No friggen way!! What fabrication shop are you using? I got some phone numbers for you if you think that will cost more then the serpentine swap! Not to mention that you can likely purchase a less inclusive blower kit that isn't made for a certain application that will save you some money right off the bat....

Now, I will agree that it takes a lot less knowledge about cars and effort to get a serpentine setup up and running, then it does a v-belt setup..... You actually have to have some idea of how tight a belt needs to be to keep them happy, whereas, any idiot with a 1/2" drive ratchet or breaker bar can swap out a serpentine belt and get it right (well..... I've seen many a man humbled by the routing of some of them if they don't pay attention when they remove the old one..... ).

So I guess maybe the statement of a serpentine setup being more attractive to lazy people is correct.... but I think pretty much every mechanic is 'lazy' as they don't want to do any more work than they absolutely have to, to get the job done.

OK, that's it for me... RIP, topic!!!

------------------
1987 GTA L98 MD8
355, TFS Heads, LT4 Hot Cam
My GTA

The Minnesota F-body Club

 

My serpentine swap cost $100 at the local junkyard. :_

 

One point that all of you have failed to make that is an advantage to a serpentine setup:

When an accessory is bolted on, it stays put. You dont have to rotate, pry or otherwise dink with it. That saves several things.... One of which is bolt holes in your head. Especially if you have some nice aftermarket aluminum heads. You dont want to be loosening/re-tightening your alternator bolts frequently (which some of you said you do All the time)...the threads in the head will go. I know many racers who have had to heli-coil their heads just for that reason.

If you make a list of the pros and cons of either system, you will see the benefit of the serpentine system. I have worked on both...I have both. I prefer the serpentine. I dont care what anyone says...you cant change a V-belt (pick any one) with one tool. You only need one tool to change a serpentine belt, a breaker bar or large ratchet. Heck...getting rid of the extra AC lines in front of the pulleys and behind the fans make the whole conversion worthwile just in the extra working space provided. I am converting my last v-belt system to serpentine when dropping in my new motor.



------------------
Mike Metzler (Desert86Roc)[*] Check Out:SpeedWorldMotorplex.com[*] Check Out:Chevrolet F-Body Online Part & Illustration Manual[*] www.MetzlerRacing.com

Best ET @ 1250 ft[*] 15.352 @ 91.215 mph (uncorrected)

 

Dammit, I didn't want to respond to this anymore, but this is just easy pickings.....

Well, I will agree that you don't want to be wrenching on those threads a ton. But to say that the adjustments that might need to be made to a v-belt setup (which certainly don't need to be done ALL the time ) are going to certainly ruin these threads is ludicrous... Use some common sense, or better yet, a torque wrench, if those threads are that brittle - which they aren't. I have some of those nice aftermarket aluminum heads that you refer too, and maybe it is just because I know what I am doing, but I am not worried about ruining them.

Well I'm not sure what pros and cons you are using, but my list seems to have a drastic lean towards the v-belt system being the better one.....????????

You are missing the point completely. That's fine if you prefer serpentine.... But the issue is about spending the time, money, and effort on swapping a v-belt system to a serpentine system. And the bottom line to that issue is that it is just plain not cost effective..... No matter how cheap you get the serpentine setup for, it still costs you money, time, and effort to install. All of those assets can and should be used on a modification to the car that will ACTUALLY make a difference!!!!!!

Well, if you want to look at increasing working space..... I have more working space then ANY serpentine setup will EVER hope to have.... .

------------------
1987 GTA L98 MD8
355, TFS Heads, LT4 Hot Cam
My GTA

The Minnesota F-body Club

 

Qoute: "is it possible to convert a multi-belt system in my 86 tpi to a single serpetine?"

That was the original question. Not, tell me your opinion of what is better.

Someone please lock this thread.

------------------
1986 IROC, fully loaded, Mini Ram'd 383, Art Carr 700R4, Accel DFI, 12 bolt rear, etc, etc......

 

Naaaaaaaw... ya think ???

p.s. sorry just teasing :P :P



------------------
1992 Z28 5.7 TPI

ZZ4 longblock
Harland Sharp roller rockers
Accel base and SLP siamesed runners,
52MM SLP Throttle Body
Hooker Headers & Flowmaster catback
MSD6A ignition
aluminum driveshaft
World Class 5-speed

 

hehe.....

 

Well MATT...since you were the one who started out the OPINIONS of this thread with your little : So why are you complaining? The rest of us were just giving some of the good points to doing this swap. Not all your negatives. Most of what is on this board is OPINION mixed in with fact. That is why I stated "I prefer"...not I think one is better than the other. So before you pick someones post apart, might want to check out your own.

[This message has been edited by Desert86Roc (edited November 26, 2001).]

 

First off, my original comment was not an opinion. The swap is not cost-effective. That was my point. The rest of the things I talked about were added in response to what others said and to what extent the things stated by others were true or false. I feel that I should point out any information that I know to be false to help out the people that are really in search of solid information on this (or any other) subject. I am merely trying to help people here. And there truly is no point to this swap unless you just have a bunch of time and money to waste. That is a fact, not opinion.

Me..... complaining!!?? And let me get this straight - So since what I had to say is a 'negative' about the swap, I am wrong and am complaining????? bahhhh hahahaaaaaaa....

And let us not forget that your post started out with:

As if to say:

"Well, since the rest of you are retarded and missed this, I will grace you with my unparalleled knowledge of this subject!"

Whatever.......

I really don't want to start a flame war here, even though you seem to. Just rest assured that nothing I said was a personal attack on you, your point of view, or anyone else that holds your point of view. If I cam across offensive, it was not intended. I am just stating what I know in the hope that it will help others.

------------------
1987 GTA L98 MD8
355, TFS Heads, LT4 Hot Cam
My GTA

The Minnesota F-body Club

 

Not a totally true statement. I did my swap for $100 which will let me run a supercharger of choice in the future.

Did I mention it looks nicer too(my opinion)?


------------------
86 Camaro Sport
LT1 Induction
383 Speed-O-Motive Crate Engine, Raptor 700R4 Tranmission, Trick Flow Twisted Wedge G2's, 58mm Accel TB, 3.73 Auburn Pro, SLP Cold Air Induction and Headers, Hooker Cat-back, Serpentine Belt Setup, Dual IROC Fans, Jamex springs, 16" IROC Rims, 36mm/24mm Sway Bars, Global West Steering Brace. Hotchkis Rear LCA's,Panhard Bar and SFC's.
My Camaro Project
Moderator at SE ThirdGen

 

My statement still stands. If I wanted to put a supercharger on my car, I could shave at least $100 off the blower kit by buying one that is less inclusive and doesn't include brackets for any one application. Then turn around and fabricate my own brackets for the blower for under $25. Now the idea that most people will be able to do the serpentine swap for $100 is ludicrous. That swap will easily top $200 for the average guy with all of the parts needed (new A/C compressor, Alternator, belt, brackets, bolts, A/C lines, A/C refrigerant.....) - not to mention all of that work that can be avoided by retaining the original belt system. So if we look at this as a game of averages, keeping the v-belt setup is going to be much more cost effective - even for those going to a blower setup. It might require a bit more thought and mental work to get the brackets right, but if that scares people away, they shouldn't be putting a blower on in the first place.

Now, I will agree that not everyone out there has the ability or the friends in the right places that I do, so I will concede that for the average schmo, going to the serpentine is not a bad idea IF and only IF they are putting a supercharger on. Those people will happily spend the extra money to have an easy bolt on of the blower. But my statement about the cost effectiveness of the swap is still true. I personally wouldn't mind the extra work to get the brackets setup since I could strategically place the blower to my likeing and save a decent chunk of cash.......

So there is a small valid reason for doing this swap for some people. But I see too many people do it and not run a supercharger.... That is where my point that it is not cost effective really hits home. That is where my point that the swap is only for those that have money and time to waste is founded. Those people could be burning their own PROMs for that amount of money and work..... Or could do any one of a number of other mods that will actually help their cars perform better...????? You guys do want your cars to perform better, right?

But I guess if you guys are in star-crossed love with the looks of the serpentine setup, my comments will be falling on deaf ears.... Oh well.........

I still think my streamlined v-belt setup is better looking than your serpentine setup, John.......... But your intake is nicer .

------------------
1987 GTA L98 MD8
355, TFS Heads, LT4 Hot Cam
My GTA

The Minnesota F-body Club

[This message has been edited by Matt87GTA (edited November 28, 2001).]