LOCAL ONLY! I'm not shipping this. I live in South Florida. I have a '95 setup that I got back in '09. It has the computer and wiring harness. The drivetrain (auto) has ~54k miles on it from the takeout. I'm not planning on using this and I'm offering it for $200 firm and you have to pick it up. It was running before the takeout but has not run since. It was kept in my garage. I will post pics this weekend but need to move some other stuff to take them.

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87GTZ34

[This message has been edited by 87GTZ34 (edited 03-19-2019).]

A TWIN CAM WHAT ??? what kind of engine/ trans , size, out of what ?

quote Originally posted by Lou6t4gto: A TWIN CAM WHAT ??? what kind of engine/ trans , size, out of what ?

GM engine code LQ1
https://en.wikipedia.org/wi...s_60%C2%B0_V6_engine

Drove a Fiero that had that swap with a 5spd Getrag. Ran awesome. Didn't get it to the vehicle's condition, but enjoyed driving it. Felt much more powerful that the specs on Wikipedia. and $200 is a steal IMO.


3.4 L 60° DOHC V6 (LQ1)
The LQ1 (also called the Twin Dual Cam or TDC) was a 3.4 L (3,350 cc) DOHC V6 engine ("X-code") based on the aluminum-headed second generation of GM's 60° engine line, sharing a similar block with its pushrod cousins, the 3.1 L LH0 V6 and the then recently retired 2.8 L (2,837 cc) LB6 V6. The engine was built only for front-wheel drive applications, and was featured exclusively in the first generation of GM's W-body platform.

It was built from 1991 to 1997. From 1991 to 1993, it used tuned multiport fuel injection, made 200–210 hp (149–157 kW) at 5200 rpm and 215 lb⋅ft (292 N⋅m) of torque at 4000 rpm. From 1994 to 1997, it used sequential port fuel injection, making 210 hp (157 kW) at 5200 rpm and 215 lb⋅ft (292 N⋅m) of torque at 4000 rpm. In 1996, the heads were redesigned for better flow, as well as now making the engine an interference design and adapting the engine for federally mandated OBDII emissions. Output for the 1996-1997 LQ1 is 215 hp (160 kW) and 220 lb⋅ft (298 N⋅m). It had four large valves per cylinder. The 3.4 L (3,350 cc) engine used a cogged belt to drive the four overhead camshafts and a chain to drive the intermediate shaft, which is mounted in the same slot where the camshaft would go in on any of the pushrod engines in the 60-degree family. Adapting a pushrod block for the LQ1's overhead cams was difficult, and the 60° angle made this a very tall engine. The power output for this engine was impressive during its time. However, this engine has never been well liked by auto mechanics, because important maintenance such as spark plug and timing belt changes is very troublesome, especially on later models. Spark plug changes for the three rear cylinders are thought by some to require removing the upper intake manifold when performed as directed by factory service manual, and timing belt changes have a labor rate of 5 hours as opposed to 2-3 for a typical belt-driven engine. In fact, cylinders 1, 3, and 5 spark plugs can be changed by removing the crosswise stabilizer bar from atop strut towers, and using proper socket extensions and a mirror. Timing belt procedure has been posted to You Tube with some labor-saving tips.

Bore was increased to 92 mm (3.6 in), but the 3.1 L (3,135 cc) engine's 84 mm (3.31 in) stroke was retained. Only a few interchangeable parts are use between this DOHC engine and other members of the 60° family, namely the connecting rods and crankshaft.

The heads and intake manifolds were redesigned for the 1996 model year, incorporating a larger throttle body and plenum area, slightly longer intake runners, cloverleaf combustion chambers, and larger "pill"-shaped exhaust ports. Camshafts and cam timing were also revised for the new, higher-rpm powerband.

Optional from 1991 to 1993 was a Getrag 284 five-speed manual transaxle, which was also exclusive to the GM W platform and was available only with the LQ1; parts for the Getrag 284 are not available. The electronically controlled Hydramatic 4T60-E four-speed automatic transaxle was the alternative, used during the entire production run with the exception of the 1997 Monte Carlo Z34 and 1997 Lumina LTZ, which received the 4T65-E.

Interchange: The 1991–1993 models were multiport injection, and had a single crank sensor for computer timing. The 1994-1995 models used the same long block, but had different cam carriers and timing cover. The 1996–1997 models used a modified version of the same short block and had different heads. Due to the lack of sensors needed for the newer computer systems, the '91-'93 motors cannot be used in later models.

Applications:
1991–1994 Chevrolet Lumina Z34 and the Euro 3.4 sedan
1991–1996 Oldsmobile Cutlass Supreme
1991–1996 Pontiac Grand Prix
1995–1997 Chevrolet Monte Carlo Z34
1995–1996 Chevrolet Lumina LS

[This message has been edited by gtoformula (edited 03-20-2019).]

Had one in a '94 Grand Prix GTP. Fun motor 'til it snapped a timing belt.

This is what I'm putting in my '88 Formula. Out of '95 Gran Prix. Mating it to a 5spd get rag. That's a great price for that engine package.

PM sent.
Rick

quote Originally posted by gtoformula: GM engine code LQ1 https://en.wikipedia.org/wi...s_60%C2%B0_V6_engine Drove a Fiero that had that swap with a 5spd Getrag. Ran awesome. Didn't get it to the vehicle's condition, but enjoyed driving it. Felt much more powerful that the specs on Wikipedia. and $200 is a steal IMO. 3.4 L 60° DOHC V6 (LQ1) The LQ1 (also called the Twin Dual Cam or TDC) was a 3.4 L (3,350 cc) DOHC V6 engine ("X-code") based on the aluminum-headed second generation of GM's 60° engine line, sharing a similar block with its pushrod cousins, the 3.1 L LH0 V6 and the then recently retired 2.8 L (2,837 cc) LB6 V6. The engine was built only for front-wheel drive applications, and was featured exclusively in the first generation of GM's W-body platform. It was built from 1991 to 1997. From 1991 to 1993, it used tuned multiport fuel injection, made 200–210 hp (149–157 kW) at 5200 rpm and 215 lb⋅ft (292 N⋅m) of torque at 4000 rpm. From 1994 to 1997, it used sequential port fuel injection, making 210 hp (157 kW) at 5200 rpm and 215 lb⋅ft (292 N⋅m) of torque at 4000 rpm. In 1996, the heads were redesigned for better flow, as well as now making the engine an interference design and adapting the engine for federally mandated OBDII emissions. Output for the 1996-1997 LQ1 is 215 hp (160 kW) and 220 lb⋅ft (298 N⋅m). It had four large valves per cylinder. The 3.4 L (3,350 cc) engine used a cogged belt to drive the four overhead camshafts and a chain to drive the intermediate shaft, which is mounted in the same slot where the camshaft would go in on any of the pushrod engines in the 60-degree family. Adapting a pushrod block for the LQ1's overhead cams was difficult, and the 60° angle made this a very tall engine. The power output for this engine was impressive during its time. However, this engine has never been well liked by auto mechanics, because important maintenance such as spark plug and timing belt changes is very troublesome, especially on later models. Spark plug changes for the three rear cylinders are thought by some to require removing the upper intake manifold when performed as directed by factory service manual, and timing belt changes have a labor rate of 5 hours as opposed to 2-3 for a typical belt-driven engine. In fact, cylinders 1, 3, and 5 spark plugs can be changed by removing the crosswise stabilizer bar from atop strut towers, and using proper socket extensions and a mirror. Timing belt procedure has been posted to You Tube with some labor-saving tips. Bore was increased to 92 mm (3.6 in), but the 3.1 L (3,135 cc) engine's 84 mm (3.31 in) stroke was retained. Only a few interchangeable parts are use between this DOHC engine and other members of the 60° family, namely the connecting rods and crankshaft. The heads and intake manifolds were redesigned for the 1996 model year, incorporating a larger throttle body and plenum area, slightly longer intake runners, cloverleaf combustion chambers, and larger "pill"-shaped exhaust ports. Camshafts and cam timing were also revised for the new, higher-rpm powerband. Optional from 1991 to 1993 was a Getrag 284 five-speed manual transaxle, which was also exclusive to the GM W platform and was available only with the LQ1; parts for the Getrag 284 are not available. The electronically controlled Hydramatic 4T60-E four-speed automatic transaxle was the alternative, used during the entire production run with the exception of the 1997 Monte Carlo Z34 and 1997 Lumina LTZ, which received the 4T65-E. Interchange: The 1991–1993 models were multiport injection, and had a single crank sensor for computer timing. The 1994-1995 models used the same long block, but had different cam carriers and timing cover. The 1996–1997 models used a modified version of the same short block and had different heads. Due to the lack of sensors needed for the newer computer systems, the '91-'93 motors cannot be used in later models. Applications: 1991–1994 Chevrolet Lumina Z34 and the Euro 3.4 sedan 1991–1996 Oldsmobile Cutlass Supreme 1991–1996 Pontiac Grand Prix 1995–1997 Chevrolet Monte Carlo Z34 1995–1996 Chevrolet Lumina LS

Thanks GTO! I saw the post while at work and can't respond. I thought it was obvious for Fiero forum but I've been proven wrong yet again. I appreciate your response as it saved me a few minutes with Google to regurgitate the web for a description.

I wish I would have completed the swap but... I also bought a '96 (with improved intake flow for those that don't know) and a HDt465e & controller. But that didn't make it in there either...

Anywho, thanks again for explanation.