Pontiac Solstice Forum banner

1 - 20 of 35 Posts

·
Registered
Joined
·
100 Posts
Discussion Starter #1
Lately I have been contemplating an engine swap on the 07 GXP due to some rough engine issues and the engine seeming like its nearing its end. After digging around the internet and GM's wiki I noticed that the 09 G8's had a 3.6l LY7 V6 engine that bolts up to the 5L40-E Automatic transmission, And wouldn't you know that's the same one in the solstice. Long story short with the weights checked the only thing I would need to figure out is the engine mounts however I would love some insight from everyone here on the forums if you think the swap would even be worth it.
 

·
Premium Member
Joined
·
361 Posts
If it fits you must equip...

John,

Once I hit the electric water pump in the specs it got even more interesting. Such a novel approach. :grin: Will be interesting to see if it would fit in the Solstice and mate to a manual transmission. I'm not up on all th engines anymore, but is this the one to be offered, or is an option in the Camaro presently? When first reading about that, it seemed an interesting choice for the Solstice, rather than a V8. Good power to weight ratio and could propel our cars into the future as speedily, providing we can get things line weather stripping, etc. covered.

Richard Snipes
 

·
Registered
Joined
·
100 Posts
Discussion Starter #4
Why would you go to all that effort for no increase in performance?

I think this would be a much more interesting swap: GM Releases 2019 Silverado Turbo 2.7L Four-Cylinder Engine Specs | GM Authority
I only came up with the idea because I saw one of the engines sitting in a G8 in the junkyard, It would be way less effort then any other swap considering it used the exact same trans, and the weight difference of the engine would effect the suspension little to none.
 

·
Registered
Joined
·
248 Posts
I think you're just going to reduce the value of the car. I don't know what the future will bring but I suspect the turbo models are going to get up there in price and the closer to stock the better.
 

·
Registered
Joined
·
6,858 Posts
I've never read a post on any of the Kappa forums for a V6 (other than a couple 2JZ swaps, so you'd be going it alone. Then there's the whole issue of figuring out how to get a different engine to work with the ECM and BCM or going with a stand alone unit.

The problem with engine swaps is the people that do them don't document how's it's done, so unless you are a gearhead or have very good friend that is a gearhead you may be looking at years to get your car back on the road. Sorry to say, but you'd be best served by buying a replacement engine.
 

·
Registered
Joined
·
6,501 Posts
Really no difference between the turbo 4 and V6 in terms of performance potential and as pointed out, you'd depreciate the car by doing an oddball swap, so why bother?

How many miles on your engine and why do you think it is nearing the end?
 

·
Registered
Joined
·
174 Posts
I thought others had tried this and found that the engine was too tall so they had to cut a hole in the hood? Search around on the board about this.....
 

·
Registered
Joined
·
100 Posts
Discussion Starter #10
Really no difference between the turbo 4 and V6 in terms of performance potential and as pointed out, you'd depreciate the car by doing an oddball swap, so why bother?

How many miles on your engine and why do you think it is nearing the end?
Hit 101k last week. It bogs a bit on light acceleration (already worked out with trifecta that it isn't the tune.) Smokes on warm startups and when coming to stoplights intermittently. Replaced the valve seals thinking they were bad but it didnt help, car still smokes. Replaced the turbo thinking it was the turbo seals.. Still smokes. Replaced the PCV valve inside the intake manifold, still smokes. tried running a catch can thinking the ventilation from the valve cover case was blowing out some oil, still smokes. Its definitely oil smoke too, the smell and color is very distinct of burnt oil. Between the above issues and random loss of power on acceleration something tells me the engine is not going to last much longer.
 

·
Registered
Joined
·
3,770 Posts
IF you really want to go the route of the V6, go with either a supercharged 3800 (you should be able to get 400+hp) -or- go oddball out and do a 3.5L eccoboost from Ford. You can get almost 700hp out of it if it's tuned correctly!!! I just saw an MKS that was dyno'd at 685hp with little to no mods... And torque was up there too...around 600 IMSMC. THAT would be a MONSTER!!!

I was working on a Fiero project with my ex-father-in-law. We had the body and he had a supercharged 3800....he promised he could get it to over 400hp so I could drag race with him. Needless to say, the project was never finished. That's a whole other story about why he's my ex-father-in-law.
 

·
Premium Member
Joined
·
531 Posts
I say if that's what you want to do and you have the skills go for it. I once put a Buick 3.8 in an 84 Camaro just because I bought a Camaro with a dead 2.8 and happened to have the 3.8 that was in another car that had electrical problems. Of course that was a simpler swap because all I really needed was some time and a welder. Your swap could be challenging because of the electronics involved. Research what's involved in a modern swap and if you give it a try good luck. You will kill any value the car has but if you can do it cheaply enough and that's what you want, why not do it?
 

·
Super Moderator
Joined
·
5,944 Posts
John,

Once I hit the electric water pump in the specs it got even more interesting. Such a novel approach. :grin: Will be interesting to see if it would fit in the Solstice and mate to a manual transmission. I'm not up on all th engines anymore, but is this the one to be offered, or is an option in the Camaro presently? When first reading about that, it seemed an interesting choice for the Solstice, rather than a V8. Good power to weight ratio and could propel our cars into the future as speedily, providing we can get things line weather stripping, etc. covered.

Richard Snipes
Somewhere in the article it states that the engine is truck-exclusive, so probably not a Camaro option, although I don't know why they would decide that.

I only came up with the idea because I saw one of the engines sitting in a G8 in the junkyard, It would be way less effort then any other swap considering it used the exact same trans, and the weight difference of the engine would effect the suspension little to none.
Unless you are intrigued by the novelty of doing it, and that is actually an acceptable (if not practical) reason in my mind, I think you would be far better off to simply invest in a new or NOS LNF, or totally rebuild the one you have.
 

·
Registered
Joined
·
60 Posts
the 3800/3.8 liter is old tech.... as in super old tech block originally designed in the late 60's and revised in 76 for even firing. oiling system sucks as it is the same as they ran in the 60's. I ran a 330hp Buick V6 (naturally aspirated) in my Opel GT. 400 RWHP from a 3800 supercharged motor is easy. however the motor is still extremely old tech

since the LNF can trace its roots back to Opel as well as the Northstar, Short star and 3.6 liter in todays GM vehicles, I would stick with modern motors. a twin turbo 3.6 or its earlier 3.2 brethren would be a great motor

Plenty of Opel Calibras with twin turbo 3.2's putting out over 500hp and beaten daily

the V6 would be no different than swapping in an LS in these cars. its just bolts, imagination and determination with a little bit of fab work thrown in.
 

·
Registered
Joined
·
325 Posts
Somewhere in the article it states that the engine is truck-exclusive, so probably not a Camaro option, although I don't know why they would decide that.
I work for the company that made the assembly line for the new CSS 4-cylinders being made in Spring Hill. The 2.7 version is a large engine physically it would be a tight fit in a Kappa, and with the new camshaft tech I do not know how you would control it without the ECU they make for it.

I don't know if they have announced it yet but they are also making a smaller version for use is some cars (I don't know what platforms) that would fit better in a Kappa, but it would have the same issues getting it to work with the Kappa's BCM.

Look into how the camshafts work on these new CSS engines, it is pretty interesting, not just

cam Phaser's for VVT, there is a lot more going on up there.

As for the V6 swap I would do a lot of research before buying any hardware, I am not sure how well the DOHC V6 will fit between the wheel wells. But if you have the time, skill, and patience to do it, why not. I like different.
 

·
Registered
Joined
·
6,501 Posts
I think you would be far better off to simply invest in a new or NOS LNF, or totally rebuild the one you have.
I agree. If you want more power, use forged pistons and then add a larger turbo - you can wind up between 400 and 500 bhp reliably. And spend more time driving rather than sorting out a swap.
 

·
Super Moderator
Joined
·
5,944 Posts
I work for the company that made the assembly line for the new CSS 4-cylinders being made in Spring Hill. The 2.7 version is a large engine physically it would be a tight fit in a Kappa, and with the new camshaft tech I do not know how you would control it without the ECU they make for it.

I don't know if they have announced it yet but they are also making a smaller version for use is some cars (I don't know what platforms) that would fit better in a Kappa, but it would have the same issues getting it to work with the Kappa's BCM.

Look into how the camshafts work on these new CSS engines, it is pretty interesting, not just

cam Phaser's for VVT, there is a lot more going on up there.

As for the V6 swap I would do a lot of research before buying any hardware, I am not sure how well the DOHC V6 will fit between the wheel wells. But if you have the time, skill, and patience to do it, why not. I like different.
It is hard to believe that an engine bay that will hold a V8 won't manage an L4 of any configuration, but since I haven't seen one I will accept your opinion.

Any engine swap is going to require a ECM/PCM/ECU or whatever the correct alphabet soup is for the model, and communication between it and the BCM is going to be the same regardless.

Overall the technology in that engine is well beyond most of what is available elsewhere, and I think it is pretty impressive.
 

·
Registered
Joined
·
117 Posts
As was previously mentioned, I think you'll run into fit issues with the LY7. Th reason that the V8s fit is because they are pushrod, the LY7 being a DOHC puts extra height and width at the top of the engine structure. This is where packaging volume is at the highest premium in the Kappa engine bay.
 

·
Premium Member
Joined
·
1,660 Posts
It is hard to believe that an engine bay that will hold a V8 won't manage an L4 of any configuration
The issue is the height of the engine. In an L4, the head sits at the top of the motor, unless one can figure out a way to rotate it, conquer oil pickup issues, offset gravity vector's impact on ring life, and design some mounts to keep it in place. The bare block of an LNF or LE5 is pretty tiny. The head is (guessing based on fallible memory) around 60% as tall as the block.

The LS engines are all push-rod, cam-in-block (you might, but not everyone knows that.). Even a 4-banger without OHC would be a few inches shorter. But, swap that for a V configuration, with the heads pointing off 30* (estimate) from vertical, and you get a much shorter engine vertically (Y), and maybe 1.5x cylinder outer diameter length-wise (Z). With the right mounts, you can wind up with a bunch more space between the valve covers & intake manifold and the hood with the V than with an inline. The issue at that point is all the stuff on the sides of the engine bay, like the poorly-located PS reservoir, AC lines, etc.

I'd love to see what a V6 swap would do. Cheaper motor, better weight impact, and NA. The DI engines are great about reducing turbo lag, but an NA motor has zero lag. There's no substitute for off-the-line torque. I love my GXP, but nothing fun happens until 2500RPM.
 
1 - 20 of 35 Posts
Top