I am taking a drive this week to look at/purchase a 3.4L v6...

Question #1 how do I confirm it is a 3.4 and not 2.8 or 3.1?

This motor has been converted to a holley carb via edelbrock manifold (will need a shorter top manifold for the B)

it was hooked to an auto tranny

Question #2: Am I just changing the flywheel? what else?...

Will be putting it to a Chevy t5 from a camaro

Would like to get a conversion kit...

Question#3

Can I buy them piece by piece as budget allows? Can I still get the old version of the headers cheaper than the new version or the old version of the motor mounts cheaper?

Question #4 what will this engine weigh to unload off the trailer? (has everything including a p/s pump)

Thanks



Edited 3 time(s). Last edit at 05/29/2012 02:37PM by mrcorrao.

this is the trans I found locally:
1352-071 GM 1985 Camaro/Firebird 2.8 V6 P 3.76 4.03 2.37 1.49 1.00 0.76

Is that second gear OK with a stock B rear?

If you decide you would rather have fuel injection, I have every single piece needed to convert it back. I took everything off a good running 1993 3.4L Camaro. Willing to work a trade for the carb stuff. Photos here: http://www.flickr.com/photos/96125796@N00/sets/72157629852688571/

The 4.3 is a 90 degree engine, the other Chevy V6's are 60 degree. You can miss a 4.3, it's big.

Weighs about 425 pounds. It's based on a 350 Chevy small block with two pistons chopped off. All of the SBC front end parts (timing chain, timing cover, etc.) bolt right on.

You can get the auto to five speed conversion parts all over the net. It was a very popular engine fitted to everything from Camaros to S-10 pick-ups, so you won't have to look hard.

You can keep the MGB rear end with the V6 and T-5 that was meant to go with it. Don't be an idiot when driving and it'll last fine. Otherwise, for the perfect combination, use a shortened Camaro rear that was meant to couple up to the engine and trans originally. For some weight savings, a 7.5 or 8.8 Mustang rear could be used.

Money spent up front, but some of the best money that you'll spend on the project, but that's just my opinion.

Luck ! I went through the same questions with my MGA conversion.

Sorry Rick - The reason I am purchasing this engine is I wanted to go with a carb but didn't want to have to pay for everything. Getting this whole set-up for the price of the carb...

I understand the difference between 4.3 and 3.4 - I was wondering how to tell if this is really a 2.8 or actually a 3.4. From what I can find online the 2.8 has a mechanical fuel pump and the 3.4 does not. is this true?
Thanks

Also have a question on the transmission I have listed. Tag shows it to be from camaro?

1352-071 GM 1985 Camaro/Firebird 2.8 V6 P 3.76 4.03 2.37 1.49 1.00 0.76

Is this not the same gearing for an S10? too low?

Those are the low ratios. You can change to 3.08 rear gears.

.



Edited 1 time(s). Last edit at 05/22/2012 07:54PM by mrcorrao.

Hi everyone I'm new to this,my question is will the stock mgb clutch master cylinder work with the 95 camaro slave cylinder I tried the 95s10 slave but the pedal was hard to push and didn't seem to fully release.the master cylinder is new

Thanks STEVE

Kevin,

#1
The 3.4L has ribs on the sides of the block whereas the 2.8 and 3.1L are smooth.

The later 2.8 and 3.1L have a crank position sensor at the side of the block above the starter. Just behind it is the drain plug (NPT)

The above is also true of the 3.4L V6.

The NPT plug size is identical to a second plug on the passengers side which happens to be located 3" below the centre exhaust port for the 3.4L block only. The earlier engines do not have the knock sensor located here.

The 3.4L has a unique cam position sensor in that the 3.4L iron head engine is the only engine to have a camshaft position sensor.

Naturally the starter should be on the passengers side of the engine.



#2
Flywheel, clutch (most likely), hydraulics, shifter alternations, gearbox mount. You will most likely need hardware to bolt it all together. The pulley setup as is with 95% certainty will not work in the MGB. Heavy alteration or purchasing a kit built to fit the MGB will be required.

For your carb conversion, if this is a 2 barrel factory stock engine, you have removed a lot of power by going that way. If it is a 4 barrel conversion, you may need to change a part of the manifold out with a CCE upper intake unless you want a bulge in your bonnet or hood scoop. The paint, not to mention the bodywork is more costly than parts to keep everything tidy and below the body lines.

Plenty of little items but without knowing exactly what your getting its hard to say.

If they happened to have saved any of the original 3.4L stuff such as the timing cover, oil pan or anything else, save it. Some of the later stuff is better and makes good trading stock for people on this board.


#3
Most people build these as the budget allows. We provide parts for the V6 conversions and I still budget my projects.

The installation kit is sold complete. All the other nuts and bolts can be purchased as the budget allows.


#4
In MGB trim, the engine and 5 speed combined weigh around 30 pounds less than the MGB driveline. When adding the PS, AC and other items, you are adding probably around 30 pounds at most, minus the 5 speed and flywheel, your probably 100 pounds less. I would say the engine will weigh less than 375 lbs.


Regarding the T5 you have found, you can install it but after driving the car, don't start thinking about how to make the car rev to 7,000 RPM. I have guys call me up and ask me how to get the engine to do this. I have to explain that they need to regear and the most cost effective way to do this is an MGC 3.07:1 rear end gear ratio which can be done 2 days or 2 years after your engine is in and your on the road and driving. Since you mentioned your budget is going to dictate your project, I highly recommend you stay with the V6 T5 and wait until the car is running and driving to switch out the rear end. When you finally do, you will find that this is the second largest improvement to the car and compliments this driveline Very Well.

-BMC.

Hi Steve and Welcome to the MG Experience!

The stock components with the Camaro bell housing are not a good fit. Some S10 setups can fit SOME systems but can be problematic in many situations. We offer the HTOB system with lines and fittings that work with your original MGB clutch master cylinder.



-BMC.

"I understand the difference between 4.3 and 3.4 - I was wondering how to tell if this is really a 2.8 or actually a 3.4."

Ooooopppsss ! ! ! Sorry, I misread your post. THAT'S a good question, I too would like to know the differences at a glance.

TC

This is the engine I am considering - Had trailer trouble last week and plan to head out this week for a look...
thoughts?

I have video of it running before being removed - was in a jeep cherokee hooked to an auto trans

As far as is it a 2.8 or a 3.4 or other. I cannot say. It is a 60 degree V6 from a rear drive with the passengers side starter but need to see photos of the sides of the block to see the ribbing or sensors.

Fiero valve covers. Nice. Not the correct hardware for the covers so they don't look quite as nice as they could (kind of a duhh what were they thinking moment) Also, the fill cap usually goes towards the front and near the dip stick- they just installed the left on the right and the right on the left.

So the distributor, wires and a lll that will work.

The lower intake will work along with the carb but if you want it to fit the MGB engine bay without cutting a huge hole in the bonnet, the CCE upper intake will be required or possibly one of our MGR V8 Bonnets.

Being a Jeep fitted engine, the timing cover and oil pan are the old type fitted to the earlier S10 2WD most likely meaning the old cork gasket which seals pretty good and nothing wrong with it, just the older style.

The water pump length does not fit early engine bays and the pulleys that fit with that do not fit the MGB engine bay so the best way to cure this is the CCE pulley kit or cobble something together out of a later serpentine kit but most kits were for CCW water pumps which would mean you would have to change your water pump which would mean you would have to change your timing cover which would mean you would have to change your oil pan type. Much easier and cheaper just to use the CCE pulley kit- not to mention it looks very nice.

Basically, i think you have a good deal there from what you were insinuating you paid for it. Send some very good clear shots of the sides of the engine or detailed photos of the rest of the engine and maybe we can say what it is more exactly.

-BMC.

Thanks BMC
I go Tuesday to check it out.
From what I can read about these engines I am thinking this is a 2.8?
I noticed the flywheel has 3 holes on one side - guess external balance?

is that correct?



Edited 1 time(s). Last edit at 05/28/2012 06:14AM by mrcorrao.

Jeep used the 60 degree V6 and all were 2.8's Keep those valve covers, hard to find about $100+

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It is our attitude that will determine the outcome

The flywheel from a external balance and an internal balance are directly interchangeable. Installing the wrong one would cause a bad out of balance issue. There are plenty of engines that have had incorrect flywheels and flex plates installed.

As much as i would like to say check the flywheel, it would really tell you nothing about what it actually is.

-BMC.

Thanks everyone.
Bill - the engine is supposed to be a camaro 3.4L that was put in a jeep cherokee (from what I found online this is a popular upgrade for them too)

Are those headers worth anything if I sell them? wonder if they are jeep specific or would fit an s10...

will update tuesday.
Thanks

check out summit and see what it says but most likely the headers are jeep only and if in good shape might be worth $100.

-BMC.