I have in my hands a gm w/ 3.1L v6.
Question. How much effort to make it turbo?
Honestly. Doesn’t have to be the best job ever.
Just care if it holds up.
Let’s make it happen brain troopers.
look for a factory pontiac gran prix STE turbo 3.1L setup. then its a bolt together affair. get the wiring harness and everything.
Brian
Depends which version of the 3.1 you have. Most aren’t worth the effort, you’ll probably blow the plastic gaskets right out from between the manifolds.
the 3.1’s trans wont last if the engine made over 250hp. But, its just a matter of making a crossover (the pipe that goes over the trans and connects the front manifold to the rear and then the DP. You might be able to buy a turbo GP crossover and go from there. Some people have made 300hp with a 3.1
[quote=“Gus”"]
I have in my hands a gm w/ 3.1L v6.
Question. How much effort to make it turbo?
Honestly. Doesn’t have to be the best job ever.
Just care if it holds up.
Let’s make it happen brain troopers.
[/quote]
the idds are pretty good that if you are asking that question it’s too muc effort. plus you are contradicting yourself by saying it doesn’t have to be built well but it has to hold up. do more research on your own. it seems too easy when people spoon feed you the info.
Easy, they came turbo stock. Just find stock or upgrade parts and put it together.
I had one I parted out that was stock turboed, it was a neat set up. They actually reversed the exhaust manifolds, welded a flange on the crossover and ran their charge pipes. It is really not that bad of an engine to turbo from a mechanical standpoint, internals not really sure. I think I still might have the stock downpipe, I sold the crossover for 100$.
Which 3.1 came turbocharged? Just curious, this is the first I’ve heard of it. Also the 3400 motor in Grand Am’s and Alero’s have a turbo kit available. Way too much $ if you ask me. Also the transmissions are incredibly weak as was mentioned before. I know a few guys that run nitrous on the 3400’s and have gasket and tranny problems.
I know where one is. But he’s probally gonna want to sell the whole motor(turbo is long gone). Been sitting for years. Dont know if it an omen that the last time it ran someone died (was wrecked).
The Turbo 3.1 was made in 89’ and 90’ only. Vin code (V) option code LG5 details…
-Ion Nitride Treated Crank
-Rods were Forged, C-1037 heat treated steel forging, with SAE 1050 air quenched rod caps, made to run 7000RPM
- Block material: Cast iron with a 20% nickel content to improve strength, very small amount of tin for same, both additions unique to the VIN V engine (With oil feed for the turbo)
-Heads: Head casting 10087511 and its larger 28cc, less defined heart shaped combustion chamber Vs: N/A 3.1’s 26cc.
-Oil Pump Specs:
Manufacturer (other than GM in this case): Mellings
Material: Cast iron body
Pump gear length: 1.203”
Pump gear diameter: 1.504”
Pickup: 5/8” feed tube
Output: 25% greater than stock
Oil pressure @ 1,100 rpms: 15 psi
Oil Pressure @ 2,400 rpms: 50-65 psi
Fuel Injectors: Fuel Rating at 3 bars/43.5 psi fuel pressure: 21.9 lb/hr/tested @ 230 cc
Off Topic a little…
To answer (Boomin99GT) GM did upgrade the transmission these motors were mated to…
Transmission/Transaxle is unique, and in a few key areas that owners would be hard pressed to duplicate with an aftermarket upgrade. Larger 3/8” tranny cooling lines, and an auxiliary stacked plate tranny cooler in the fender well area with dedicated air cooling duct. Hardened Gears and Gear Carrier Set. Additional nested accumulator springs, other little changes to the tranny, some not listed. The first 4T60 called the 440T4 was the first 4 speed front wheel drive automatic transaxle produced by an American automobile manufacturer. The 4T60 was a greatly redesigned 440T4, now vastly improved!
Tranny Specs:
Manufacture: Turbohydromatic; division of GM
Plant location: Warren, MI
Case material: Cast aluminum
Weight: 192.57 lbs wet
Style: Transverse mount for FWD application
Type: 4T60=
4: 4-speed, T: Transverse Mount, 60: Production Series (engine torque range)
Maximum gross vehicle weight: 6,400 lbs
Maximum gearbox torque: 368 lb-ft
Fluid fill capacity from fully dry: Case/Lines/Coolers: 11 quarts, greater (unique) fill quantity over stock 4T60s
Fluid fill capacity after an overhaul: 8.5L/18 pints/9 quarts
Unique higher count clutch packs
Unique valve body accumulator spring setup
Unique channel plate arrangement
Unique valve body and plates
Gear count: 4 forward with lock-up torque converter, 1 reverse
Forward gear ratios: 1st 2.921, 2nd 1.568, 3rd 1.00, 4th .0705
Reverse gear ratio: 2.38:1
Chain ratio: 35:35
Maximum shift speed 1-2: 6,000 rpms
Maximum shift speed 2-3: 5,500 rpms
Maximum shift speed 3-4: 5,200 rpms but only the early 89s allowed WOT 3-4 shifts
Torque converter type: Fluid drive, with friction pack lock-up clutches; available in 3rd and 4th gear based on load though past 83mph is fully locked at anything other than engine deceleration, or a brake application
Torque converter capacity factor “K”: 177
Torque converter size: 245mm
Torque converter stall speed: 1898 rpms
Differential gear ratio: 3.33:1
Unique Differential construction: hardened gears and gear carrier and steel washers
Control Type-Shift: TV/Throttle Valve cable for up shift and downshift points, and a centrifugal governor regulating line pressure for shifts as well.
Control Type-Pressure: Vacuum Modulator regulated, referenced through a vacuum line just off the back of the upper intake inlet, regulated down by an in-line regulator to allow the check valve/bleed valve at the modulator to bleed off a boost signal coming from the upper intake.
Unique Cooling System: dual system; larger heat exchanger in the radiator end tank, and a unique auxiliary air to liquid stacked plate cooler located in the passenger front fender cavity. Also unique larger 3/8” cooling lines.
Axle shaft manufacturer; Saginaw division
Axle shaft type: Solid
Axle shaft diameter left: 23.81mm
Axle shaft diameter right: 27.06mm
Universal joint type inner: Tripot joint, 27 sz, 66mm, ball and needle bearing
Universal joint type outer: Rzeppa joint, fixed ball bearing
All of this info is from another member on the TGP boards. Credit for all this info go to Jeff Middaugh for taking the time to do a write up that we in the Turbo Grand Prix community can actually use useful information from.
http://www.turbograndprix.com/Extensive%20Details%20and%20Differences.htm
Sort of an old thread, but I have a good friend into Z24 J-bodies and a turbo kit is something he’s looking into. Maybe research what they have to say?
There are many kits for the 2.4 and many decent manifolds, it should not be hard to get something together. I know where there is a turbo GTP in NY. I snagged and sold most of the good pieces but the block, lower intake are still there if anyone was interested.