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djwarner

What about a 3.6L Chevy V6 Transplant?

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djwarner    67

Just over a year ago, my wife was seriously injured when she was rear-ended in her 2012 Camaro Convertible. She was hit by a box truck, lost control and the car drifted of the right side of the road and hit a road sign. Virtually every body panel was damaged, but the engine department was intact.

 

We were reimbursed for the Camaro and it has sat in storage to preserve evidence ever since. It appears our case is heading to court but no new issues regarding the car have come up and the insurance company is asking to release the vehicle for salvage.

 

The point is that the vehicle only had 23K miles on it at the time of the collision and was in perfect running order. The engine is a 3.6L V6 putting out 330HP mated to a 6 speed automatic transmission with rear wheel drive.

 

We may have the option to buy out the insurance company or bid on it at the salvage auction.

 

Would this be a good candidate for a 240Z transplant? Not only is the drivetrain good, it would also include the electronics and wiring harnesses.

 

My 240Z Series I has a sound, rust free body and a freshly overhauled matching numbers engine and new VintageAir AC. Its only draw back is that it is also an automatic.

 

My gut is telling me to keep the Z intact, but there are other later Z bodies around.

 

What do you think?

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SteveJ    430

You'd probably need the Chevy transmission or some sort of bell-housing adapter.

The biggest pain is to get the computer and fuel injection running right. There are probably some stand-alone systems that would work.

 

It's a lot of work. What are you up for? Are you good with fabrication?

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Patcon    471

First things first. Will it even fit? How wide is the V-6 at it's widest point? How long is it? How far from the rear of the engine to the center of the shifter? Then compare it to the Z engine bay and shifter location. If it won't fit the point is mute... It is a lot of work and the modern EFI can be difficult to separate from the rest of the cars harness. Many of these newer cars have BCU's. These Body Control Units have to be happy or the car may not start or run properly.

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Mark Maras    284

Hotrodding has become sooooo much more difficult than it used to be. I remember the days when fit was the only problem. Getting them running was a piece of cake.

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Patcon    471

The LS motors are a tight fit and require special headers and the steering shaft has to be reworked. Much bigger and it wouldn't fit. The V-6 might be wider than the LS motor or the exhaust or valve covers could be an issue or even motor height depending on the bore and stroke. Lots of variables there. I really think making it fit is easier than making it run.

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Patcon    471

Looking for dimension on the LFX v-6 and came up with this off the LS1 forums

 

http://ls1tech.com/forums/conversions-hybrids/1694935-2013-lfx-v6-camaro-standalone-harness-done.html

 

evidently someone has already made a standalone harness for this engine....

 

Edit: there are lots of images of the LS-1 on Google that will give you dimensions. If your v-6 is the same or smaller it should fit. Oil pan could be a problem like Grannyknot had though...

Edited by Patcon

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Walter Moore    23

It was a 4.3L from an S10, and they trashed the engine, hood, and a perfectly good autocross track. I watched the video once, and concluded that they are fools who are best ignored.

 

Back on topic: The 3.6L Chevy V6 is a DOHC engine, and as such it may well be wider than the OHV V8 LSx motor. I would measure carefully.

http://media.gm.com/media/us/en/chevrolet/news.detail.html/content/Pages/news/us/en/2011/Apr/0413_camaro_engine.html

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Yes they are fools that is why people watch them. Strangely competent and skilled people doing things the right way rarely make for interesting viewing.

I did some research and the 5th generation camaro is about 40" from shock tower to shock tower. So the LFX engine must be less than that. The 240z is about 36" shock tower to shock tower.

The problems I see is is having to move the turbo to clear some thins. Which would require custom headers. Also the steering column would need to be modified to clear the engine. It would be a tight fit. but I don't think it would be worth the money to do.

Sent from my iPhone using Tapatalk

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Patcon    471

4" is a lot a lot of room to do without. Will be interesting to see what the djwarner comes up with for dimensions off the Camaro

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djwarner    67

Thanks for the info. I believe our attorney is setting up at least one more visit to retrieve evidence before we release the vehicle. Assuming I can get there and can take measurements, what should I be looking for? Also what photos?

 

BTW the LFX engine in the 2012 Camaro is a normally aspirated, variable valve timing, direct injected engine producing 323 HP. It only weighs 345lbs. Has an integral exhaust manifold in the heads and an integral cast oil pan. Transmission is an MYB-6L50 and weighs in at 187-198lbs.

 

It might be interesting to double the horsepower for about the same weight and doubling the number of transmission gears.

Edited by djwarner

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djwarner    67

OK, I've found some interesting photos.

post-26587-0-15135800-1447520128_thumb.j

post-26587-0-76011000-1447520138_thumb.j

post-26587-0-66060100-1447520161_thumb.j

 

So, if I'm keeping my numbers matching Series I intact, which year/model Z would be a could transplant recipient on a rust/cost basis?

 

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djwarner    67

And so it begins..........

After a few false starts, I won the auction for the Camaro and it was delivered to my garage today. Copart does not collect sales tax and therefore insisted I go through a broker. Broker fees, Copart fees, tax, and title put the purchase price near the top end of what I wanted to pay. But fortunately I found there will be more parts to salvage than what I expected to help offset the costs.

The hood has a small dent but is salvagable. The front fenders, passenger door, rocker panels and convertible top are all in perfect condition. The wheels are 20" diameter painted aluminum. Two of which have some curb rash, but repairable. 

On the down side, the passenger rear suspension was impacted moving the wheel 4" forward rubbing the fender well.

We inspected the engine compartment before it went up for auction and found the engine was only 21" wide. Having the exhaust manifold integrally cast in the heads means no header clearance problems. Length measurement show we should have no figment issues. 

One reason for buying a whole car instead of just a pulled engine and transmission from a third party is that all of the wiring harnesses are complete. Also the car was an LT model with the RS package so there are a lot of other goodies like a green glass review mirror with an imbedded rear view camera screen, HUD, and cruise control. Also the instrument panel will fit nicely in a z dash and it has four analog engine gauges. 

Of course all this will require more info than what you can find scouring the Internet, so I've order a full set of factory service manuals. 

And I'm also beginning a search for a rolling chassis to put it in. 

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djwarner    67

Thanks for caring Cliff. She still requires some additional surgeries but the type of surgeons she needs do not accept Medicare insurance. So we are having to wait for the suit to wend its way through the courts. 

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Patcon    471
3 hours ago, djwarner said:

Thanks for caring Cliff. She still requires some additional surgeries but the type of surgeons she needs do not accept Medicare insurance. So we are having to wait for the suit to wend its way through the courts. 

I hate that! Hopefully the wait won't be too long...

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djwarner    67

I've been frustrated looking for a candidate Z to receive my LFX/6L50 with the added technical problem of devising an engine mount. Just about any local candidate is extremely rough and/or missing tons of serviceable interior components. This doesn't even mention the price being asked for rolling shells. Considering what hybrid Z's are going for these days, it's getting hard to make any economic sense.

While looking for mounts I've found a company that makes one to fit the LFX into the Miata who might be willing to design/fabricate one for the Z. Frustrated in finding a serviceable Z, I've begun looking at a Miata candidate. Being readily available, I find they are also have similar weight and wheel track to the Z. Also they offer antilock brakes, air bags, etc.

So before taking to the dark side, I'm putting out the call for anyone with a serviceable Z that they would like to see living a happier, longer life. Obviously, price would be dependent on completeness and condition. I'm not a sheet metal worker. Engine and transmission condition is obviously not important as they will be replaced.

Please PM with candidates, otherwise your comments on the Miata would be welcome in this thread.

 

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Careless    58

I'm a firm believer that any engine will "fit" and run if you're willing to do the work necessary to make it to that point.

in any case, a Z31 would take that engine with minor subframe issues that can be solved, and you have the opportunity to turbo the engine on the cheap by making a set of relocation pipes very easily for those stupid cast-in-head manifolds.

330hp can be 500hp on a slightly increased budget. 

and i'm sure there is either a JK40C/CD009 or T56/TR6060 transmission option that will fit with an adapter (probably the most costly portion).

i would not even be surprised if the factory transmission mount nearly lines up with the factory Z31 mount points (as there are 2 sets of mounting pads on the Z31 trans tunnel). The auto trans with a decent trans controller might even be fun to drive. Not sure how it would deal with 500hp though. 

a Z31 with 350hp is good fun.

Edited by Careless

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SteveJ    430

I had to dig up this old thread. Today at Caffeine and Octane (Atlanta's version of Cars and Coffee) a guy parked behind me with a 240Z. In the engine bay was a 2010 Camaro V6. He said he had to shave the oil pan to get it to clear on the bottom. Unfortunately, the pan material will soak in some oil, and he said the new welds were weeping some oil. So, it  will definitely fit. I think the center console had to be  modified to fit the manual transmission. Sorry, no photos now, but he doesn't live too far from me. If he starts showing up to club events, I will get some photos. 

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djwarner    67

Surprised to see this thread pop up again.

After being unable to find a reasonable rolling chassis, I decided to transplant the LFX/6L50 into a 2011 hardtop convertible Miata. I chose this venue because the NC Miata could accept the engine and drivetrain with little to no body alterations. While others have mounted the LFX into Miatas with 6 speed manual trannys, This will be the first with an AT. Weight will be within 200 lbs of stock 240Z. Compared to the LS installations from Flying Miata that require serious tunnel modification, the bodywork for the NC model was a piece of cake.

V8Roadsters sells mounts, half shafts, drive shafts etc for the swap. They also sell a shortened oil pan, though it is not required for this installation.

So far I have the engine/tranny/diff installed. While the engine bay in the 240Z is enormous, the Miata was a tight fit. I had to slightly relieve (ball peen hammer) the firewall near gas pedal mount and trim some clearance on the passenger front frame rail. Also had to widen the tunnel to clear the shift linkage again ball peen hammer). Also had to remove a minor front cross brace ahead of the of the engine. Currently working on a new power steering pump bracket (version 2.0) and modifying the steering linkage to work around the exhaust downpipe.

Because of the tight fit and the water pump being mounted on the rear of the engine, I had to substitute the heater lines and radiator feed tube from a Cadillac CTS. Seems this engine has been used in a number of GM apps in both transverse mount and longitudinal mounts so lots of accessory parts are available.

Work is coming along.

 

Edited by djwarner
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