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Ended up being a bad fuel pump as a result of a plugged return line, which also killed the fpr, thanks though everyone!

If you care about originality and how the motor looks to be correct for a 1991 LQ1 car, you would want to stay within the 91-92 model year. You can use a 93 motor as well but the dipstick and tube is the only part that is a lot of work to swap over. 1991-1992 Lumina Z34, (standard with the LQ1). 1992 Lumina Euro 3.4, (standard with the LQ1). 1991-1992 Pontiac Grand Prix GTP, (standard with the LQ1). SE, GT, STE trim, (when optioned with the LQ1). 1991-1992 Cutlass Supreme coupe or sedan, (when optioned with the LQ1). ANY W body that has an X in the 8th place of the VIN will have the LQ1. Now...if you don't care about how correct the motor looks in the engine bay, you can go outside the 91-93 year range. The 94-95 motors will work but you would have to do some swapping over of parts to make it look correct. Some things are easy, some are not. The 96-97 LQ1's are dramatically different in appearance and functionality/engineering. They will get you more power but again, lots of internal and mechanical differences. These motors are also interference compared to the NON interference motors from 91-95. If you have any other questions, please ask us or you can PM me personally as I've gone in depth with these motors during my cars restoration efforts.

Factory all the way for me. But I did upgrade to CD from cassette, a factory correct unit, in my 94 CS

Hi everyone! Little update... I still have the ol' Cutlass Convertible. Been through a tornado with it, barely touched thankfully, and its currently sitting in my barn at 119K miles.

Thank you but I actually haven't done this yet on the newer style dual airbag dash.

Old post but I think that was me circa 2001. Heres my coilovers after I pulled them from the car back when I was in college. They were terrible and I pulled them off forthwith.

LOL......what'd the service manual tell you? to get the cluster out remove the top fasteners (you've already done so, tilt the cluster forward to you, those 2 pins seat into 2 horizontal recesses, the backside of the recess is curved shaped the same as the pins ,pull upwards (vertical) on the cluster to release the pins.

I need to make Dale hear this thing, any suggestions on new exhaust? 1994 Chevy Lumina Z34 (stock for now) Hopefully image appears, if not onto cover page on www.keithcoleman.net

My suggestion to you is to do all you can to stay with a replacement LQ1, if you choose to do otherwise you'll have to deal with the electronic side of the issue. For '91 the trans behind the LQ1 is the 4t60-e, now that may not seem to be much of a concern but the ECM in the car is programmed for the LQ1 & the 4t60-e. You look to drop in another engine of choice & now you have to reprogamme the ECM to accommodate that replacement engine. The mem-cal inside the ECM housing is specific to the LQ1 for that year & that trans.

Thank you so much for the help

Hearing loss is obviously not great! And your condition of Meniere’s is unfortunate indeed. I’m sure you’ve looked at things to help. Are you aware the alpha lipoid acid supplements will help help to protect the hearing in the case of Meniere’s? I wish you the best with this.

I'd add and this may be controversial, but own a 88-92 car as starting 93' they started doing heaps of cost cutting measures that just got worse over time. a 90' GP has noticeably thicker sheet metal then a 96' 91-93 LQ1 cars had factory oil coolers this was later removed Earlier cars also tended to get transmission auxiliary coolers far more often as a matter of course and is basically a bolt on modification Thicker radiators on earlier cars TGP main cooling fan can be sourced from a 94-96ish 4 cyl Grand Am and has a quieter SPAL or however you say it blade. 34mm front sway bar / slightly bigger rear sway bar off LQ1 cars Cutlass strut tower brace 96' front knuckles for slightly larger discs Better brake boosters starting in about 94' they made it different and seems to be more reliable - unfortunately not compatible with manual transmission cars. 94+ rear brakes from a "it just works" point of view later fuel injectors as a whole are more reliable the gear reduction mini starters most 3100/3400 cars got later on TGP Steering racks are the thighest ratio ones offered on a gen1 w car 2.25 turns lock to lock if I recall correctly.

It's been a while since I've logged in. I was more of a lurker back in those days... But I'm glad to see the forum is still up and operating!! Happy New Year Everyone!!

2008 Buick Allure Super

I've legitimately never heard of any difference between the horrid 88-93 calipers.

FE3 should've been available as an option for any variety of Cutlass, as far as I'm aware FE1 is more common for Sedans and FE3 is more common for Coupes. '97 was a weird year though since they were phasing out the Cutlass Supreme, you can check by finding the sticker in the trunk with all the RPO codes. It looks something like this.

Turned out as a high B+ job, there is still a small spot only someone anal would notice. Rattle can Dupli-color matched up pretty good over several coats of a new to me primer and filler. Here's a comparison pic after the paint dried but before the clear coat

Wow! What would make for all of these variables? I would think one spring rate would do the job for all FE3 applications out back!

I need a pinout diagram or a wiring schematic for the C100 connector for my 1993 lumina Z34. I have looked everywhere and I can’t find one. I’m trying to avoid having to purchase a factory service manual to get the information. Any help will be much appreciated. I am referring to the firewall connection on the passenger side under the hood just for clarification. This is where the engine harness interfaces with the dashboard.

Here is what you actually asked for, lol

This is for a GP

Yeah, I wish that was in this book. Didn't think it was what you were looking for. I forgot to pull up the All-Data wiring diagram last weekend, which I had planned on doing, but I will set a calendar reminder to do that this weekend when I'm back at my dad's shop

These are for a 91, not sure if they will help.

Judging by the newly acquired ventilation port in the case I'd say that the planetary decided that it no longer wanted to do this any more.

You're welcome. GnatGoSplat here compiled that info and much more on the old site. If you crop that link down to http://www.w-body.com/oldsite/you may find more stuff that interests you.

I swapped a 3800 NA from a 99 Lumina into my TGP, the Lumina had every mechanical/suspension part I needed, but there wasn't much car left by the time I was done. I still had to mesh the interior and engine harness together at the C100 pinout, which was a MAJOR PITA. I would recommend getting the shop manuals for your donor vehicle and your 88 in order to have absolutely accurate wiring schematics, no margin for error on those. In my case it was mostly a matter of just figuring out how everything had been repinned. But the powers had changed significantly and I had to improvise to make it work.

correct in that an 88 does not have the mounts on the frame as used by an LQ1, or as used 3800s on H body cars. But a W sourced L67 will bolt to the tray thing and use the same or similar hydraulic mount. Remember that any engine that has two dogbone mounts had two lower mounts (engine and trans) Any engine that has one single upper dogbone uses three lower mounts. Some vehicles have two lower engine mounts and one trans mount (LQ1, 3800 H body), and some have one engine mount and two trans mounts (A and U bodys)

You need to get specific things out of a 95 or 96 Regal. The wiring has to be from a Regal or Monte Carlo. Same goes for the mounts, and maybe the axles. I think the PCM has to come from a 97 Grand Prix. Something to do with the BCM on later years. Not too sure on it though. As far as the wiring, you have to swap some pins on the C100 connector.

i dont remember exactly but looking at the spread sheet i have... the following changes were made at the C100: -B1 fused battery -J1 added for performance shift -A1, C1,C2, L1 removed they were removed as they did not match the 96 harness/c100 plug. it is possible that leaving them does not cause any issues. but then again removing them as i did has not caused any either. I have yet to run the performance shift inside the car and set it up. i like my shift points right now anyway so i dont see me doing it any time soon.

the info you ask is impossible to know. I have seen a few variants of springs, and the most likely car to have stiffer springs will be a car that came with the heaviest powertrain options, and FE3 suspension. I'd say check 3.4 and 3800 cars at a junkyard. You will have to print that page out and go on a junkyard crawl.

FACT: there are NOT 4 springs. you have a monoleaf in the rear that serves both rear tires. FACT: FE1 and FE3 does not correlate to the actual spring code, just the relative firmness of the spring related to the vehicle. ie. you could be buying springs from a FE3 car that has softer springs than your FE1 car. YOU NEED TO RESEARCH WHAT YOUR SPRING CODES ARE AND WHAT THE DONOR CODES ARE to get desired results. EDUCATE YOURSELF. http://www.w-body.com/oldsite/spring-codes.html again... HAVE YOU PUT NEW STRUTS ON THE CAR AND FOLLOWED OTHER ADVICE GIVEN?

An improvement for sure, but many not be what you are looking for. Even FE3 front springs are kind of soft. For a more sportier ride you could cut a coil off of them or go front coilovers. Either way will work. You would then have to get a lowering monoleaf in the back or coilovers and I would definitely go coilovers here. I definitely would recommend strut bars. W-bodies are more rigid than N-bodies or other GM cars of the era, but still neeed help. For the front you can use the hard to find cutty vert bar or my car has had the Gen 2/GMPP bar attached to the strut tower covers. The rear you can get the AWEB bar which I don't think are being made by anyone at the moment or Rocketman here sells one too, and I think he is taking orders. The last thing you can do is an alignment ditching the worthless factory specs. Less camber front and rear and more caster up front helps a lot.

NO NO NO Gen 1: windshields are body type specific, coupes and verts are the same, sedans are sedan only.

All windshields are the same IIRC Lumina coupe and Lumina sedan trunklids are NOT the same Outside door handles on Lumina sedans are also used on Corsicas Door closers are the same across all W-bodies but you have to match front or rear. I am unsure of if the front ones from a sedan will work on a coupe, though. All carpet in 1st gens is the same shape, you have to match the range of years though because the floor pan changed at some point

will this work: pair of early 87-up MPFI aluminum 2.8L cylinder heads(with the common older common flat top style upper plenum) onto a 3.1L with same style flat top upper plenum that also has aluminum heads, 1987-up 2.8L heads casting number 10048651 1992-?? 3.1L heads casting number 10048696 i have not seen anything that looks to be different so far that would prevent using the 2.8L heads on the 3.1L, the 3.1L is a 1992 and the 2.8L appears to be the same year or right next to it, maybe would i need to get head gasket set(topend gasket set) for the 2.8L or the 3.1L for this heads pair swap ? the 3.1L heads have bent over valves due to timing chain breakage. i appreciate anything at all. thanks update: i found out today that the head gaskets are same betweent he engines but the uper plenum intake gaskets differ, i got printout of the gasket sets for both, i have not yet put the plenums upside down and side by side, but the lower intake gaskets show to be same between these two engines so i dont see why i can use the 3.1L lower intake onthe 2.8L heads anyone? thanks!

As long as they are aluminum then you are fine. It doesnt matter what head gasket set you get, its the same block and same heads. Only difference in the 2.8/3.1 is the crank and pistons. Robby

So, you want to put 88+ Aluminum heads from a 2.8 on your 92 3.1L? That should be fine, they are the same head. However, if the heads are from an 87, then they are iron on wont line up with your intakes on your 3.1L. And the gasket differences you are talking about, do you mean the plenum gaskets? If so, I can explain why Robby

Actually, I have all the part #'s! Cutlass Supreme 88-94 FE3 = 26044830 (AC #36-9023) 88-89 FE1 = 26044830 (same as above) 89.5-91 FE1 = 26046146 (AC #36-9025) 92-96 FE1 = 26046144 (AC #36-9024) 95 3.4X FE3 = 26042018 95-96 3.1M NV7 (variable assist) 26047206 (AC #36-9042) 96 3.4X FE3 = 26047207 (AC #36-9043) 97 3.4X, 3.1M = 26055468 (AC #36-9062) 97 3.1M NV7 (variable assist) 26055475 (AC #36-9163) Lumina (didn't get as detailed on Lumina) 90-94 Z34, F41 = AC #36-9021 90-94 FE1 14" tires = 26046146 (AC #36-9025) 95-96 F41 = AC# 36-9023 95-96 FE1 = AC #36-9024 97 L82, LQ1 = 26055468 (AC #36-9062) 98-99 FE1 = 26055468 (AC #36-9062) 98 F41 = 26069922 (AC #36-9205) 99 F41 = 26069922 (AC #36-9205) Grand Prix 88 FE3 = 26044830 (AC #36-9023) 88 FE1 = 26024892 89 FE3 1st design = 26044829 (AC #36-9020) TGP, and others 89 FE3 2nd design = 26046139 (AC #36-9021) 89 FE1 = 26044830 (AC #36-9023) 90 FE1 = 26044830 (AC #36-9023) 90 FE3 = 26021781 1st design 90 FE3 = 26044830 2nd design (AC #36-9023) 90 FE3 = 26044829 (AC #36-9020) TGP??? 91 FE3 = 26044830, FE3 STE (AC #36-9023) 91 FE3 coupe = 26046139 (AC #36-9021) 91 FE1 = 26044830 (AC #36-9023) 91 FE3 3.1T = 26044830 (AC #36-9023) 91 FE3 3.4X = 26046139 (AC #36-9021) 92 3.1T FE3 26044830 (AC #36-9023) 92-93 3.4X 26046139 (AC #36-9021) 92-93 FE1, FE3, 3.1T = AC #36-9023 94-96 3.1M, FE3 = 26044830 (AC #36-9023) 94-95 3.4X = 26046139 (AC #36-9021) 94 FE1 = 26046144 (AC #36-9024) 95 3.4X, FE3 = 26042018 95-96 FE1 = 26046144 (AC #36-9024) 95 3.4X, FE3, NV7 (variable assist) = 26047207 (AC #36-9043) 96 FE1 = 26046144 (AC #36-9024) 96 3.4X FE3 26047207 (AC #36-9043) I didn't get any rack part #'s for Regal, but I assume it wouldn't be likely to have a quick ratio rack. It looks like the better rack available for Cutlass Supreme FE3 is the same as the base model FE1 rack used in Grand Prix. It's pretty simple until 94+ when GM used many different racks for different engines and different years. I focused more detail on GP racks, because they obviously have the more performance-oriented rack selection. I know the TGP has a very quick ratio rack (36-9020) but I wonder how it compares to 36-9021. Also I wonder if any of the newer variable assist racks are quick ratio or not.