Thread: General durability question about the L26 vs L67 for Gen 5.

Results 1 to 20 of 21

Threaded View

Previous Post Previous Post   Next Post Next Post
  1. #1 General durability question about the L26 vs L67 for Gen 5. 
    GT Level Member rmcardle3's Avatar
    Join Date
    Jan 2010
    Location
    Houston, TX
    Posts
    166
    Thanks (Received)
    0
    Likes (Received)
    0
    Dislikes (Received)
    0
    I have wanted to get up to speed on the subject of Gen 5 top swap-ability. So in my reading, the subject of short block health or getting a durable replacement/short block naturally came up. In 8 threads L26 was identified/mentioned as a durable alternative to the L67, for a concurrent Gen 5 (MOD) on 2 occasions. This gave me the idea for a new thread to help me understand why L26 has risen to the occasion, to sit under forced air induction, in the good company of L67 (GTP/Eaton M90 Gen 3), L32 (GTP/Eaton M90 Gen 5) and last (but definitely NOT LEAST) LC2 (GNX/Garret GT35R).

    This thread’s purpose is not to question the wisdom of using the L26 as a foundation for the Generation 5 M90 Supercharger, but to understand “what is going on with the L26 that allows its non-hardened piston's to "rise the occasion"?

    I thought "Forged" & "lower compression ratio” (i.e. 8.5:1) aspects of pistons go together (hand-in-hand) and that these 2 things were inseparable, at least in the context of “3.8/231 & 3800 V6” & GNX, forced induction systems, like L67 & L32.

    Isn't the L26 (I know the arms are substantially improved) using pistons that are still lacking in the “forged /hardened & lower compression ratio” department, at 9.4:1? EVEN WITH "the stronger powdered metal sinter forged connecting rods"? I guess I would have thought that this made the L26 substantially limited in its application to our "forced air induction" applications, here due in part to the "weakest link" theory. This thread’s purpose is not to question the wisdom of using the L26 as a foundation for the Generation 5 M90 Supercharger, but to understand “what is going on with the L26 that allows its non-hardened piston's to "rise the occasion"? Don’t mean to “pick nits” but is there a substantial difference in GTP piston application and GNX piston application?

    I guess the “nagging” question that really wears at me is this:

    “Is there a substantial difference in “piston hardness (i.e. short-block durability)” one way or the other, between the 1987 GNX (GM Production Turbo w/LC2) and my 2000 GTP (GM Production Supercharged w/L67)?

    All thoughts and comments are welcomed, positive (and negative).
    Last edited by rmcardle3; 10-17-2010 at 10:58 PM.
    2000 GRAND PRIX GTP (Sedan)
    MICHELIN Pilot® Sport A/S Plus 245/50 ZR16 97W M+S
    Cone Intake, SD Headers
    Reply With Quote  
     

Similar Threads

  1. Top swap and general question
    By GAFF in forum 3.8L V6 Naturally Aspirated (L36)(L26)
    Replies: 8
    Last Post: 07-25-2010, 08:28 PM
  2. General 2004 GP question
    By blabo219 in forum General Tech Discussion
    Replies: 3
    Last Post: 05-09-2010, 04:23 AM
  3. The durability of the 3.8
    By 99prixgt in forum Off Topic Discussion
    Replies: 23
    Last Post: 07-29-2009, 06:12 PM
  4. general question about mpg (not gp)
    By blowfishRus6 in forum General Tech Discussion
    Replies: 4
    Last Post: 09-19-2008, 10:22 AM
  5. General question...
    By bentendo92 in forum Off Topic Discussion
    Replies: 8
    Last Post: 08-15-2008, 12:04 AM
Tags for this Thread

View Tag Cloud

Bookmarks
Bookmarks
Posting Permissions
  • You may not post new threads
  • You may not post replies
  • You may not post attachments
  • You may not edit your posts
  •