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  1. #1
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    introduction from (to?) California

    New member with old G-body Malibu afflicted with LD5 Buick V6 (computer-controlled carburetor), which I've been hassling with for years to the extent that work toward something (anything) else has not progressed very far.

    This is a California car (engine is California certified), and the rules here state that any swap ("engine change") must also be California certified. The difference between California and Federal usually boils down to the Calibration PROM, and little else.

    One idea is to "change" this motor to EFI without an actual swap, by turning it into an '84-'85 "Hot Air" Buick turbo (SFI, no intercooler). I have a lot of parts for this, including a couple PROMs, but issues have had me dragging my feet. Other ideas: an LO5 (only known California-certified year being 1993, B-body or D-body); or an LT1. Either swap would entail logistics yet to be named, let alone actual parts.

    By "known California-certified year" I mean with an EO (Executive Order) from CARB (California Air Resources Board) that explicitly grants the certification. This is what they want you to hand the state Referee when you take your swap for inspection and testing. The CARB website has an archive of EOs you can download.

    So that's where I stand.
    Last edited by jiho; 04-11-2019 at 06:45 AM.

  2. #2
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    A L98 would be a fun engine in that car too. TPI setups were smog legal in California in the TPI F-cars and Vettes from 19987-1991 or 1992.

  3. #3
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    Those motors are hard to find around here. And "smog legal" remains in doubt, for swapping at least. The EOs I mentioned are missing. There are a couple EOs that allowed them in, but under Federal emissions, not California. The problem was the NOx limit. There is an "Engine Change Hotline" I plan to call, to inquire about this very point.
    Last edited by jiho; 04-11-2019 at 06:55 AM.

  4. #4
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    Quote Originally Posted by jiho View Post
    Those motors are hard to find around here. And "smog legal" remains in doubt, for swapping at least. The EOs I mentioned are missing. There are a couple that allowed them in, but under Federal emissions, not California. There is an "Engine Change Hotline" I plan to call, to inquire about this very point.
    It would not be hard to piece one together by my thinking. A 350 bottem end is a 350 bottem end. Truck or car block should make no difference. If the block made a difference how could you put a crate engine or reman engine in any of those cars? When you deck a block the ID numbers are taken off anyway. 638 casting block was the same for a F-Car, Vette or Truck. Put a set of centerbolt heads on it and put a TPI setup on top. Grab the serpentine setup off any GM TBI engine. Since those G-bodies had V8s shouldn't be hard to find certified headers or use stock manifolds and get a stock Y-pipe for the exhaust.

  5. #5
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    Yeah I know, but you missed the point about the "configuration" (as CARB calls it) being legal to swap. The way around that MIGHT be a J.E.T. chip (aftermarket), but that's one of the things I want to call and ask about.

    Using a truck block is a good way to do an LO5, too. Lots of truck LO5s.
    Last edited by jiho; 04-11-2019 at 07:05 AM.

  6. #6
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    Quote Originally Posted by jiho View Post
    Yeah I know, but you missed the point about the "configuration" (as CARB calls it) being legal to swap. The way around that MIGHT be a J.E.T. chip (aftermarket), but that's one of the things I want to call and ask about.

    Using a truck block is a good way to do an LO5, too. Lots of truck LO5s.
    I did not miss the point at all. Just saying that if the internal and external parts configuration was correct I don't see how the actual engine source makes a big difference provided the casting number matches.

    Then again don't get me started on California's anti-car laws.

    Here in Texas I would clean up a 4.8 or 5.3 truck engine, install a LS6 intake manifold onto it and bolt it in front of a 4L60E and put it in. Tune the PCM a little and it would blow fractions of the emissions numbers the carb V6 did, have 3x the power and get better mileage. Wouldn't spend much money on it either. The last 5.3 I picked up I spent $150 on.

    I did a 6L/4L80E swap on a 1987 G20 van for my brother a while back. Has 2x the power the 305 TBI did and since it now has an automatic OD with a lockup converter in place of the non lockup 3spd TH400 the highway fuel mileage is 3-4 mpg better. That whole swap was done for $1500.
    Last edited by Fast355; 04-11-2019 at 07:21 AM.

  7. #7
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    One of the Buick V6 EFI conversion I've been involved with was to use the 1985 Buick Electra FWD V6 EFI intake system on a RWD Buick V6 engine. The Buick V6 intake is a mirror image, so reverse mounting a Buick V6 Intake forward / backwards on Buick V6 block works. The Large Cap HEI distributor clearance is a challenge with the FWD intake.

    Would using ALL FACTORY Buick V6 EFI components be CARB legal?

    dave w

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