When it comes time to talk about engine swaps, the first motor that comes to mind is probably the GM LS.
Long the darling of the industry, the LS has all but taken over where (it might be argued ) the original small block Chevy left off. The LS-swap-the-world crowd has seen to it that the GM V8 has graced the engine bays of just about every vehicle imaginable. In fact, the swaps are not limited to just cars, but frequent marine and aviation applications as well. It wouldn’t surprise me in the least to hear that someone LS swapped a submarine.
As versatile, cost efficient, and effective as the LS engine family seems to be, there are obviously many other candidates that will (when properly modified) provide not just adequate motivation, but amazing performance.
In fact, it might be argued that it’s high time the trend setting, dare-to-be-different crowd find something else beyond an LS to swap into their favorite performance vehicle.
For the adventurous swappers (Fiero and S10 owners, I’m taking to you) or the great many factory applications, it is time to take a look at the supercharged 3800 V6 L67 and L32. Truth be told, we actually ditched the factory M90 supercharger for a more efficient turbo, but we will get into all that later.
For now, let’s take a look at what went into a 600 horsepower 3800 build up!
The GM 3800 V6 Engine
For those unfamiliar with the GM powerplant, you can think of the 3800 V6 as the replacement for the turbocharged (and legendary) 3.8L Grand National motor. Better in almost every way, the 3800 V6 offered improved head flow and a hydraulic roller cam, but ditched the intercooled turbo for an Eaton M90 supercharger. Rated at 240 hp, the L67 was soon replaced by the 260 hp L32. The additional power came from revised heads and an improved (Gen 5) version of the Eaton M90 supercharger.
What makes this 3800 V6 so desirable is not the use of the M90 supercharger, but rather that it was designed and equipped for factory forced induction. In fact, elimination of the (power limiting) M90 roots blower gives way for the amazing power potential, thanks to a low-compression short block that will take significantly more power than the factory ever dreamed of. It is not unheard of to double or triple the factory rated power output of the 240 to 260 hp using the stock bottom end.
Upgrading and Turbocharging a GM 3800 V6
For our build, we were looking to top the 600 horsepower mark, a goal we easily achieved using a cheap turbo and few essential (and one non-essential) mods.
With a power goal of 600 hp, the first step was to replace the M90 supercharger with a more efficient and powerful form of forced induction. Off came the M90 supercharger and on went a cheap GT45 turbo. Capable of supporting over 750 hp on the right application, it offered more than enough flow for our 3800.
The GT45 was teamed with a Procharger air-to-water intercooler. The combination resulted in a much lower charger temperature than even an intercooled version of the M90 supercharger.
Rather than just add boost, we decided to further improve the power output of the naturally aspirated 3800, as gains made NA are often multiplied under boost. To that end, we decided to augment the 3800 with ported heads, a healthy cam, and a revised intake (to replace the blower). We had a local machine shop surface the heads, perform a valve job, and do some mild port work.
In anticipation of the cam upgrade, the heads also received a set of 26918 beehive valve springs and matching retainers from Comp Cams. The spring seats on the iron heads were machined to accept the new springs and produce an installed height of 1.75 inches. Once set up, the heads were installed with new Fel-Pro head gaskets and stock head bolts, but MLS gaskets and ARP head studs are on the way for the future (high-boost) runs. The modified heads were run with the factory roller-fulcrum (like an LS) rockers.
The machined and ported heads were teamed with a new cam profile from ZZ Performance. The ZZP NIC cam offered 0.507 lift (intake and exhaust), a dual-pattern duration split of 220/230 (at 0.050) and 112 degree LSA. The cam was run with the factory hydraulic roller lifters and stock pushrods.
The finishing touches included use of the factory L67 lower (blower) intake topped with a gutted M90 blower housing. To produce a suitable upper and lower intake, we removed the rotor pack and made a cover plate to seal the upper intake. All the boost from the intercooled turbo system blew through the stock L67 throttle body and gutted blower housing into the lower (short-runner) intake—a better choice for street use would be the long-runner 3800 V6 Camaro/Firebird intake.
3800 Dyno Testing & Results
Run in naturally aspirated trim, the low-compression 3800 V6 produced 267 hp and 247 lb.-ft. of torque.
Run with the DIY turbo kit (using the stock FWD exhaust manifolds), we first applied 7.6 psi from the intercooled turbo setup. Run on pump E85 from a local station, the turbo 3800 produced an easy 418 hp and 387 lb.-ft. of torque.
Raising the boost up to 12.6 psi resulted in 534 hp and 488 lb.-ft. of torque.
Eclipsing our goal of 600 hp required 14.55 psi, where the turbo V6 pumped out 612 hp and 556 lb.-ft. of torque. It is at this point we started thinking seriously about adding ring gap, MLS head gaskets, and ARP head studs to the combo before getting serious!
Imagine what this motor would be like swapped into a little S10 or Fiero!
Do a 60 degree V6 next!
Hello do you build the v6 motor turbo charger? For 700hp as I’m very interested I’m in Australia
more boost lol
I love this guy and his tests. I don’t miss his YouTube videos and I enjoy articles like this.
I would like to use Holley smart coils on my 3800 series II engine, so I would like to know how you made the 3x and 18x crank sensor work?
Hey this was a great, very simple build…this guy always goes outside the box with his test sessions.. I wish more people would remember that there is affordable power to be had and not all of us have a billion dollars to dump in a LSX / exotic platform
Could you do the same thing to a 4.3 TBI engine
Yes but I would try to lower compression first and put in stronger internals if you want to make huge power. If you want a 400 hp daily driver with gobs of torque at tap then yeah go for it. There are cheap ebay kits that fit and are great.
Having a hard time locating that management system.. so many other questions .
I’m curious why E85 was used and not 93. Under that pressure would the fuel pre-ignite whereas the E85 doesn’t?
Could someone with general mechanic knowledge manage this in a home garage? If not, how much do you think it would cost to have a garage do the work?