Frosty's post in 1990 Pontiac 6000 SE was marked as the answer
Hi David - welcome to FP.
The Pontiac 6000 is not supported very well by the aftermarket, I'm sure you know that.
For cars that have little to no aftermarket / reproduction support, you have to rely on someone having what is called New Old Stock (NOS) parts - generally these are parts that GM produced as replacement parts back in the day (they are new - never used but old age-wse stock) or you have to purchased used/salvage parts from a donor car that is in good condition and you may have to do some re-conditioning yourself on them once you get them.
So general sources to look for NOS parts are:
eBay, Craigslist, Kijiji (Canada), local swap meets (not any of those going on right now sadly) and may be Amazon (sometimes you get lucky). There may be others but those are the major sources I would try first.
For donors, you have to check salvage/wrecking yards. You should check those in your local area if they have an 6000s and hope they are in good shape. Otherwise I have a list of wrecking yards I can recommend - they are generally in the southwest. However, I have no idea if they will have any 6000 parts since generally speaking, it is not a popular car for parts these days. These yards would probably have either the large cars or muscle cars from the 50s-70s in a lot of cases. That said, I will be happy to give a list if you are interested.
Frosty's post in install chevy engine in 65 bonneville was marked as the answer
Them's is fightin' words Chuck. Or at least sacrilegious to us Pontiac faithful. But I think you know that too!
There is a surprising a lot support for Pontiac engines, parts, etc.. Granted, it isn't as cheap as "Cough cough" Chevy parts but it is there (except for the Pontiac 265 and 301 V8s). So if the issue is finding parts for your Pontiac engine, let us know. Yeah, we know that Pontiac parts are not as cheap as Chevy. That is not up to us.
Now I have not done this swap. I will be honest with you right up front. However, I would start with looking at the motor mounts between the '65 Bonneville and the '65 Chevy Impala/Bel Air/Biscayne. I would expect the Impala lower motor mounts to bolt into the Bonneville chassis. I would start there. If it doesn't, then you have to fabricate your own.
A Chevy engine usually means a Chevy transmission because Buick-Olds-Pontiac (BOP) cars had the same engine-to-transmission bell housing bolt pattern. Chevy had it's own unique bolt pattern. You might be able to find an adapter kit. Either way, your original Pontiac transmission won't just bolt up to the Chevy motor directly. If you go to a different transmission, it is possible that you might end up going with a slightly longer transmission tail shaft, which means you might have to shorten your original driveshaft. Maybe. You may also have to move your transmission cross member back. If you do that, you may have to drill holes in the frame for the re-positioned cross member. You may need a different transmission mount if you end up with a different transmission. Again maybe.
The stock automatic transmission cooler lines may or may not fit your new transmission and radiator. So budget wise, be prepared to get a custom set made, or bend/build your own.
You might also have to be aware of how your emergency brake cable(s) gets run. When I upgraded from a 350TH to a 400TH in my '72 Lemans, even though the case length didn't change, I still had to get a custom E-brake cable made to re-route it around the relocated transmission cross member. Anyway, something to be mindful of. You may or may not have this particular issue.
Pontiac engine has the starter on the driver side. A Chevy engine has the starter on the passenger side. So you will need to re-route and lengthen all your battery cables - including those going to the ignition switch. Most Pontiac battery locations are on the driver's side - closest to the stock OEM starter.
Pontiac alternator is typically on the driver side. Chevy alternator is usually on the passenger side. Again, wiring for the alternator made need to be extended.
Any engine swap means you will have to tweak your exhaust or build some sort of custom exhaust (in some fashion), regardless if you run the stock engine manifold or headers. Even if this is just adapting it into the current exhaust system on the car.
If your new engine is significantly more powerful than your old engine, you need to consider upgrading your brakes. The more "go" you add, the more "whoo" you need to add to be safe. Stopping a 4500-5000 car like a Bonneville should not be discarded lightly.
Check your radiator. Will it work with your new motor? Obviously the stock hoses probably won't work. Do you need a new radiator just because the car is old? Again maybe. Regardless the radiator has to be matched to the motor and transmission. Does the engine fan/clutch/shroud now meet up correctly with the new motor or does that now need to be adjusted or custom made, etc.
That's all the obvious things I can think of at the moment. I'll let my colleagues on the forum speak up too, especially if I forgot anything.
Frosty's post in Tune for an 09 G8 GT was marked as the answer
If you have the money and the facilities at your disposal, a dyno tune is prefered over a remote tune. A skilled facility can adjust MAP settings on the fly based on the previous dyno pull results and fine tune your air/fuel ratio for optimum performance across the RPM range as well as make sure your oil pressure, o2 sensors, and other parameters are not out of whack. It will cost you more that a remote tune but it is hard to argue with the results.
Frosty's post in Does anyone know how I would find out how many GTO’s specifically like mine were made? was marked as the answer
Correct. PHS is the source for this kind of information
Frosty's post in carter afb was marked as the answer
Hi Bernie - Welcome to FP. Carter and Pontiac had a 10-year run with Carter AFB carbs and lots of applications. Here is the list, as I know. I hope this helps.
S/T = standard (manual) transmission
A/T = automatic transmission
S/D or SD = Super Duty
1957 8 347 57-27, 57-28 Carter AFB 2506
1958 8 370 V-8 Carter AFB 2768 572
1958 8 370 V-8 Carter AFB 2751 572
1958 8 370 Carter AFB 2767 563
1958 8 370 V-8 Carter AFB 2740
1959 8 389 S/T Carter AFB 2820 563
1959 8 389 S/T Carter AFB 3123 586
1959 8 389 A/T Carter AFB 2819
1960 8 389 A/T Carter AFB 2976 563
1960 8 389 S/T Carter AFB 2975 563
1960 8 389 S/T Carter AFB 3123 586
1960 8 389 S/T Carter AFB 3010
1961 4 195 S/T Tempest Carter AFB 3266 .
1961 8 389 S/T Carter AFB 3123 586
1961 8 389 A/T 23, 25 Carter AFB 3125 586
1961 8 389 A/T 26, 27, 28 Carter AFB 3124
1962 8 389 A/T (4 speed) Carter AFB 3300 586
1962 8 389 A/T (3 speed) Carter AFB 3326 586
1962 8 389 S/T Carter AFB 3123
1962 8 421 SD (Rear of 2) Carter AFB 3435 558
1962 8 421 SD (Front of 2) Carter AFB 3433 558
1962 8 421 S/D Carter AFB 3444 550
1962 8 421 S/D Carter AFB 3443 578
1962 8 421 S/D Carter AFB 3596 550
1962 8 421 SD Tempest Carter AFB 3266 828
1963 8 326 S/T Tempest Carter AFB 3477 586
1963 8 326 A/T Tempest Carter AFB 3502 586
1963 8 389 A/T (4 speed) Carter AFB 3300 586
1963 8 389 A/T (3 speed) Carter AFB 3326 586
1963 8 389 S/T 28 Carter AFB 3479 586
1963 8 421 A/T Carter AFB 3545 549
1963 8 421 SD (Front of 2) Carter AFB 3433 558
1963 8 421 SD (Rear of 2) Carter AFB 3435 558
1963 8 421 Carter AFB 3443 578
1963 8 421 S/T Carter AFB 3574 586
1963 8 421 Carter AFB 3444 550
1963 8 421 S/D Carter AFB 3596 550
1963 8 421 Super Duty (3 barrel) Carter AFB 3636 591
1964 8 326 A/T Tempest Carter AFB 3687 586
1964 8 326 S/T Tempest Carter AFB 3686 586
1964 8 389 S/T Carter AFB 3647 586
1964 8 389 A/T GTO Carter AFB 3649 586
1964 8 389 A/T Carter AFB 3648 586
1964 8 421 A/T Carter AFB 3651 549
1964 8 421 S/T Carter AFB 3650 586
1965 8 326 S/T Tempest Carter AFB 3899 586
1965 8 326 A/T Tempest Carter AFB 3900 586
1965 8 389 A/T Carter AFB 3896 548
1965 8 389 S/T Carter AFB 3895 549
1965 8 421 S/T Carter AFB 3895 549
1965 8 421 A/T Carter AFB 3898 548
1966 8 326 A/T Tempest Carter AFB 4036 583
1966 8 326 A/T CA Carter AFB 4031 583
1966 8 326 S/T Tempest Carter AFB 4035 586
1966 8 389 S/T Carter AFB 4033 586
1966 8 389 A/T Carter AFB 4034 584
1966 8 389 A/T CA Carter AFB 4030 584
1966 8 389 S/T Carter AFB 4033 586
1966 8 389 S/T CA Carter AFB 4041 586
1966 8 421 S/T CA Carter AFB 4041 586
1966 8 421 A/T Carter AFB 4037 584
1967 8 326 S/T (CA) Carter AFB 4245 890
1967 8 326 S/T Carter AFB 4243 2205
1967 8 326 A/T (Tempest) Carter AFB 4246 870
1967 8 326 A/T (Tempest)(CA) Carter AFB 4248 891
1967 8 400 S/T (CA) Carter AFB 4245 890
1967 8 400 A/T (CA) Carter AFB 4244 891
1967 8 400 S/T Carter AFB 4243 2205
1967 8 400 A/T Carter AFB 4242 867
1967 8 400 A/T Carter AFB 4413 870
Frosty's post in Bright Lights was marked as the answer
What is/was the cost of the upgrade when you did it? These are straight replacement (modern - not NOS) T3 bulbs, not halogen or xenon, correct?
I just got the new 2018 National Parts Depot GTO/Tempest/Lemans catalog at the Detroit Autorama a couple of weeks ago. It's their first new GTO catalog in 3 years. On page 172, they offer both a T3-style halogen and T3-style xenon replacement. However you have to purchase 4 new t3 bulb-shaped relfectors to go with the H4 style halogen or xenon bulbs. So these bulb reflectors run around $75-105 a piece. The high or low beam H4 buibs are extra a $6-8 each. A complete set of T3 replacement bulbs cost $170 for all 4 bulbs, 2 low beams and 2 high beams.
NPD also offers a Halo LED head light set. What is not clear from the catalog is if this runs $195-250 per bulb (worst case pricing), a pair, or for all four. Of course this comes with a Xenon bulb and 21 LED halo ring that is color adjustable.
I have not checked out Original Parts Group (OPGI), YearOne, or Performance Years either.
However, you and I are both on the same page in regards to Superbad's question - yes there are options out there. Just not inexpensive ones.
Frosty's post in 1977 Lemans Parts was marked as the answer
Welcome Joe. As I am sure you are already aware, there is not much aftermarket support for the 73-77 Colonade style Lemans. So you need to rely on places like eBay, Craigslist, local swap meets, nation meets, or classic car wrecking yards.
I recommend contacting the following wrecking yards to see what they might have:
Desert Valley Auto Parts (DVAP) - home of the Desert Car Kings tv show
East West Auto Parts Inc.
Frank's Pontiac Parts
Frosty's post in 301 intake manifold was marked as the answer
Yes and no. It will physically bolt on but the 301 is a different size engine than all other mainstream Pontiac motors. It is a one inch smaller deck height, two main weight throws in the crank, and thinner walled bores. Basically Pontiac made the 301 and 265 to save weight. Bottom line it won't not bolt and fit up correctly to the 326-455 engines and heads. You should find a stock or aftermarket intake that fits your application.
Frosty's post in Pontiac 87' Firebird help? was marked as the answer
OK - now that I know that you have shaved door handles, I know what you need. Street rodders and hot rodders have been shaving door handles for well over 50 years and they install either a mechanical or electric shaved door handle kit. You need to a couple of basic things, one is a mechanism that unlocks the door and pulls on the door latch mechanism. These days that is usually a wireless key fob. The second is a spring loaded door "popper" to push the door open enough for you to grab it and pull it open.
There are lots of kits out on the market but these are generally universal kits and it will be your job to make it fit and work in the Firebird doors. There is no kit made to fit the Firebird.
Another thing to consider, especially if you purchase an electric kit, is what happens if the car battery goes dead? Does the kit allow for any sort of remote manual release mechanism like a cable pull or push button (most street rodders hide something like this under the frame somewhere). So do your homework, ask questions of the companies that make these kits or who sell them. Calling hot rod shops would also be a good idea to see which kits they recommend, sell, or install themselves.
Here is one such kit and the associated door popper from Summit Racing - as an example
You can Google shaved door handle kit and find lots of these type of kits on the market.
Here are some videos to give you an idea of what you need to do to install a kit into the doors.
Your dash pad is beyond the help of a simple Eastwood repair kit. I would contact Just Dashes and see what the cost is to have it rebuilt.
Based on your picture, it looks like your window felt weatherstripping needs to be replaced. Anymore weather stripping you need to replace? Steele Rubber Products has you covered.
What is the situation with the rear spoiler? Which one are you looking for?
Frosty's post in 428 engine was marked as the answer
It is an interesting engine/body combination, but it is definitely not original. The 428 was never offered in a '70s Pontiac of any size. They were only offered in the mid-60s large B & C platform cars. They are as reliable as any other Pontiac engine if built and maintained properly. If yours is in need of a rebuild at this point, I would definitely give consideration to the LS motor only because the 428 is not original to the car and you do not have a numbers matching car at this point anyway.
That said, the 428 is a strong motor and it is a somewhat desirable motor in the Pontiac world, especially if it is an 428 H.O.. It can be bored and stroked to a larger displacement if you so choose too. You can probably sell it rather readily too, in its current state, assuming the motor isn't permanently damaged (no crack block or heads).
The choice is yours.
Other things to consider with the LS3 will be the wiring harness for the engine and the ECM, a higher pressure fuel pump for the motor, possibly a return fuel line to the gas tank. Also, the LS3 uses the Chevy transmission bolt pattern so you will have to use an adapter kit to re-use your original transmission or you will have to get a different transmission for the car that bolts up to the motor. If you change transmissions, you made need an ECM for the transmission if you get a more modern 4L60E/4L80E. This may also require changes to your driveshaft. The yoke on the transmission side may need to change and you might need to shorten it. There is also transmission tunnel clearance considerations too.
I am not trying to scare you, I am just being realistic about what a modern, fuel injected motor may need in terms of re-engineering the car. LS engine swaps are very popular for a reason. They work - very well.
Perhaps an interesting compromise could be a rebuild the 428 then add something like a Fast EFI kit (about $2-3K) that replaces the carb. That way you can use the existing engine and tranny and still get many of the benefits of modern fuel injection.
Frosty's post in 78 Catalina interchangeable body parts was marked as the answer
External sheet metal parts are often unique to the body or platform. I would not expect a fender or door from a Chevy Caprice or Buick Electra to match your Catalina. So I would stick to looking at 77-81 Bonnevilles and Catalinas to replace things like doors, fenders, and grilles. Frames you might have more luck with Olds and Chevy chassis as well, still there should be plenty of Bonneville and Catalinas lying around, especially out west.
The 77-81 Catalina and Bonneville are the 5th generation and the last truly full-size cars. This was also the final generation for the Catalina nameplate. After 1981, Pontiac discontinued the Catalina name and the Bonneville name continued on with a redesigned model. So these would be the years to look for dash, glove box, fender, and doors, in my opinion. I would also scrutinize Bonneville parts very carefully since the Bonneville was the more luxurious model, they might have more trim than the Catalina model and you might need to remove, fill, or fiddle with.