instead of doing a 4t80 swap into a vehicle, wouldn't it be easier to start with a vehicle that already has that transmission? just pull the 4.6 N* out and swap a 3800 into it. has this already been discussed?
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04-06-2015
instead of doing a 4t80 swap into a vehicle, wouldn't it be easier to start with a vehicle that already has that transmission? just pull the 4.6 N* out and swap a 3800 into it. has this already been discussed?
04-06-2015
Yep, asked about this not too long ago, actually:
http://www.grandprixforums.net/threa...highlight=4T80
04-06-2015
I saw that thread and also saw it didn't have a lot of answers, except that swapping a 3800 into a 4T80 would be an electrical/tuning mess.
seemed like the 4t80 swap into a w body car would be more work, but easier to tune for.
04-06-2015
I'd rather just drive the 4.6.
New headgaskets and you're all good.
04-06-2015
Oh come on, you must be pulling my leg. You know it's not really just a head gasket issue.Originally Posted by Fivefingerdeathpunch
04-06-2015
It's one of the bigger issues, and the oil leaks and stuff but I'd still rock it.
04-06-2015
From my research, the head gaskets leak because the way the head is mounted to the block is a problem, and the head gasket leaking is only a symptom of the bigger problem.
04-06-2015
I don't recall as much problem with that 4.6, they were a much bigger problem when they were put in the last 90's early 2000's caddy devilles, DTS, STS etc's.
04-06-2015
I heard they never fixed the issue of the bolts backing out of the block, in newer years they made the threads coarser to help them hold better, but it only prolongs the inevitable. The only real fix are aftermarket kits that involve removing the engine and studding the block.
04-06-2015
This is true^
They take a lot work to properly fix the issue with the head bolts backing out. There's a YouTube video time lapsing it.
After that and new gaskets they're pretty tough.
04-06-2015
It's as if the "clamping force" is reduced over time and thus the leak happen. Seem most guys see it around 100-130k miles.
Dropping the whole motor/trans out the bottom is the key, but for the avg joe thats is a ton of work to do. In end you're going to be in it for atleast $1,000 if you did it yourself. The stud kit is like $550 or so, then any other gasket like cam seals/valve covers, plugs etc etc. I always say this for tons of cars but someday if I could, I would own one just for fact that they are still nice cars. Hard to maintaine for some but overall a pretty solid car.
04-06-2015
are you guys talking about head studs? 550 seems like a lot for head studs. they are nice cars, the bonneville is the lightest one of all the North star V8 cars with the 4T80 transmission, but the difference is only about 400 lbs between the lightest and the heaviest.
04-06-2015
Yeah, head studs.
These guys have the solution. Only way to repair the issue and be able to trust it.
http://www.northstarperformance.com/sgstuds.php
04-06-2015
wow. those head studs look solid. with those things you could boost the north star.
04-06-2015
Not literally though lol. Compression ratio is way too high, it wants premium as a N/A motor. Northstars are nearly unmodifiable.
04-06-2015
oh I see
04-07-2015
It's my understanding that the studs themselves aren't expensive, it's the other items in the kit that keep everything in alignment while you work on installing the studs.
04-07-2015
I put a set of arp head studs on my grand prix, and I think I picked them up for 50 bucks. cant really remember how much I paid, but they were pretty inexpensive.
the set previously listed are a lot more than just a set of head studs and some nuts so I can understand a higher cost.
04-07-2015
One guy on the Bonneville forum has swapped a 3800/4T65 drivetrain into a white gold tricoat 2004 GXP.
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