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Hey what’s up guys. I’m new to forums for cars; but I’ve been wanting to talk to other W body owners so I can figure out the issues with my cars. I previously owned a 1990 GP SE coupe with a decently rare option set, but I had to sell. I now just purchased a 94 GTP and I’m unfamiliar with the motor and some of its issues. ( Fans won’t kick on/ car won’t restart once heated up/ dies in reverse sometimes when power steering strains/low rpm flutter) I hope you all like the car anyway!

Yes, This is the original Timing Belt at 170K miles, a 100K past do!

Does your 95 Grand Prix have any problems? Meaning, why don't you just give her the Grand Prix instead of doing the engine swap? I'm just saying that because I like that generation of Grand Prix better than the Malibus. Anyway, if you're searching the internet for info, the Malibu has a LG8 code engine and the Grand Prix is a L82. 60degreev6.com has some good info on these swaps, you'll have to look around a little. Since the EGR stuff is different, you might want to keep the intake manifolds from the Malibu engine, but that introduces other issues. What you're wanting to do has been done before, although often the other way around (newer engine in older car) so hopefully you can find the info you need. Do you need to pass emissions where you live? That might impact your decision on the EGR issue. The 95 grand prix is OBD 1.5 and the Malibu is OBD 2.0.

Found this over on the Corvette Forum - some C5 folks are excited about having found a head unit that's single-DIN with a centrally-mounting 8.8" touchscreen display that can fit entirely behind a 1.5 DIN-height bezel. I've already converted my C5 to double-DIN, but I saw potential for the GP. JOYING JY-HOS01N4G-2 It's an octa-core with 4GB RAM/64GB ROM and capacitive touchscreen running Android 10 with Android Auto and Apple CarPlay support, DSP w/EQ, Bluetooth 5.1, GPS, SWRC, optical outputs, 5GHz Wifi, 4G LTE, and options for DVR, TPMS and backup camera. Our 1G W's have an extremely shallow mounting depth that has made upgrades challenging to say the least. However with finally jettisoning the antiquated disc format from new head units, shallower mounting depths are now possible. I've never seen a factory unit with CD, but I'm wondering how it fit. C5s have more mounting depth than we do, but I'm still thinking this is one of the strongest possibilities yet. Its mounting depth to the back of the display is a mere 129mm, or 5". I have to take some measurements tonight but I think this might fit - and be the manifestation of a product I've been looking for for more than a decade!

Thanks Jiggity, I got it in the mail with bolts and clamps, thank you thank you thank you!!!!

1. Thanks for saving a rare and wonderful vehicle. You know the previous owner neglected the vehicle, it's going to need substantial repair and preventative maintenance to set it right. 2. I had a '93 3.4L with blown head gaskets. One head gasket actually failed and leaked, when I pulled the other head I found identical damage in the identical place--it just hadn't started leaking yet. It's as if there's a "soft spot" in the head casting; the head distorts, loses gasket-clamping in a certain area (near #1, kinda towards the lower part of 1 and 3; and the same spot on #6, towards the lower area of #6 and #4. Very near a coolant hole in the gasket, and a bigass coolant passage in the block.) The gasket wiggles free until it fails from fatigue. Had to mill the heads .015, and I wasn't happy about the wear on the block surface--but I took a chance and it seems to have worked. Got the engine running beautifully, and then the trans failed. Haven't driven the car in almost ten years. 3. Some photos of the two head gaskets stacked on each other, and scarred deck surface attached. 4. It's two steps away from hopeless, trying to diagnose driveability issues without a scan tool to give you insight into the sensor readings, and the computer outputs. Sure, codes can be helpful, but the data stream is ESSENTIAL. 5. It's probably worth your time to conduct a compression test, and then a cylinder leakdown test of the best and worst cylinders, if not all six. Do this BEFORE you take things apart. 6. Stay with the OEM-temperature thermostat, and don't bother drilling any holes. The vehicle has bleeder screws to bleed air from the cooling system, the thermostat doesn't need to pass air when closed. 7. Plenum gaskets are one thing. The actual lower intake gaskets--where the intake meets the head--are a known trouble area leading to unstable idle and off-idle problems. 8. Don't forget about the timing belt. Previous owner almost certainly neglected it.

Thanks! It's on it's way and he should get it by Tuesday.

Yes, This is the original Timing Belt at 170K miles, a 100K past do!