Finally...

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Rettax3
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Finally...

Postby Rettax3 » Thu Feb 08, 2018 2:38 pm

This is happening. FINALLY. :roll:
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3.4TDC in bay1b.jpg


1989 Super Charged 3800 Series II (First)Six-Speed Conversion GTU
1990 Turbo 3.4 5-Speed T-Type
1990 4.0L 4-Cam 32-Valve V-8 5-Speed Indy GTi (Project)
1990 Stock(!) 3.1 MPFI Auto Indy
1995 3.4 DOHC 5-Speed Z-26(Project)

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Re: Finally...

Postby heavywoody » Thu Feb 08, 2018 2:52 pm

Ecotec swap?


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95 Z26 3400 5spd
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Rettax3
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Re: Finally...

Postby Rettax3 » Thu Feb 08, 2018 3:04 pm

Look closer. 3.4 TDC. :D
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3.4 in bay 2a.JPG


1989 Super Charged 3800 Series II (First)Six-Speed Conversion GTU
1990 Turbo 3.4 5-Speed T-Type
1990 4.0L 4-Cam 32-Valve V-8 5-Speed Indy GTi (Project)
1990 Stock(!) 3.1 MPFI Auto Indy
1995 3.4 DOHC 5-Speed Z-26(Project)

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Re: Finally...

Postby 3X00-Modified » Fri Feb 09, 2018 12:37 pm

A 3.4 DOHC? are you insane... they are hard enough to work on in a Grand Prix... never mind that small engine bay. And add in the little to no aftermarket that exists for those... Way too much hype on those engines for not much HP output.



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Re: Finally...

Postby woody90gtz » Fri Feb 09, 2018 1:08 pm

But 4 cams!


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91 "SS" 3400/5spd - EP, FFP, TCE, SPEC, DSS, S&S, OBD1, 13s? GEARHEAD dezign

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Rettax3
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Re: Finally...

Postby Rettax3 » Sat Feb 10, 2018 12:15 am

3X00-Modified wrote:A 3.4 DOHC? are you insane...

Jon, I thought by now you wouldn't have to ask... :P Hey, this is possibly one of the ultimate engine-swaps... Twenty years ago.

I actually do agree, too much hype over them, but that also goes for the maintenance requirements as well as the performance. This car will not out-perform either my turbo 3.1/3400 hybrid, or my modded L67 SC 3800 GTU while the engine remains stock. But, it will be unique, and have its own character -that is what I am after. With +50 HP and a higher red-line, it will also rip-up a stock version of itself, so I am good there too. I wanted this engine in one of these cars since I pulled it from a wrecked Z34 maybe ten years ago. The car was a good donor, 60-something thousand miles IIRC. My biggest complaint is that it was an automatic car, and the engines were tuned slightly differently. I do have a rebuilt Getrag 284 from a GP GT, but it is slightly bigger than the 282, and uses different inner CV splines, I am not interested in messing with that after the whole F40 Six-Speed swap in the GTU.

I have wrenched and service-written for long enough now that everything starts looking like a repair estimate to me. I spent an afternoon test-fitting this engine, and looking over everything for real-world feasibility. The plugs (all six!) will actually be easier to change than a stock 3.1 MPFI or 3100, but my 3.4 DOHC is the last year of the older intake style too. The timing belt will be interesting to change, to say the least, but I'll put in a fresh one before final install of course. Considering that the belt does not go all the way down to the crank on this engine, it may not be that bad. I can't think of another timing belt engine that I would deliberately go out of my way to install, and I don't know if I would do it now if I didn't already have this engine, I really don't like T-belts overall. Water pump sits very close to the frame-rail, and yeah, it will be a PITA to replace that too. Same pump used on the other 60-degree Gen-2s and 3s though, so easily available and cheap to replace. Dito for the P/S pump. The T-Stat will be far easier to service than a 3X00, about the same as a MPFI engine. The accessory belt will be difficult, but considering that GM decided to make it necessary to pull the engine mount on the later V-6s to do that, a lot of our cars are harder than they need to be -I remember doing the belt on my old '90 'Retta in a parking-lot without any tools at all, thank goodness the tensioner was getting a little weak... Alternator will have to be done from underneath, but there is actually a good amount of room -an automatic trans would make it harder for sure. Clutch changes will be about the same as they are on the 3800 -I've written a procedure for this on my GTU, it is pretty straight forward (I don't even need an engine-support bar on the 3800 due to the excessive mounting braces I used on that car). Any other major repairs, the engine will likely have to come out. Not sure about radiator replacement -that might be removable from the bottom, some OE cars are that way too.

This isn't a weekend bolt-n-go swap, but so far it doesn't look too bad. Hopefully, I'll get more time into it this weekend, complete the front lower mount, start (or complete) the tranny mount (unless someone has a '95-era Getrag 5-speed mount they want to sell, cheap?), and begin the mid-mounts and strut-brace...


1989 Super Charged 3800 Series II (First)Six-Speed Conversion GTU
1990 Turbo 3.4 5-Speed T-Type
1990 4.0L 4-Cam 32-Valve V-8 5-Speed Indy GTi (Project)
1990 Stock(!) 3.1 MPFI Auto Indy
1995 3.4 DOHC 5-Speed Z-26(Project)

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Rettax3
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Re: Finally...

Postby Rettax3 » Mon Feb 12, 2018 1:58 am

Got the timing belt done yesterday -used the short-cut method for now. Not bad at all, and although my engine wasn't fully installed at the time, I think it will be doable by dropping the left sub-frame to allow the top right side of the engine to tilt away from the strut-tower. The belt drives nothing but the cams, and does not reach all the way down to the crank, so in some aspects this is easier than most T-belts. The tensioner is beautifully simple and effective. I would do two of these over a Sienna T-belt any day, and three of them over a Mitsubishi DOHC 3.0 Eclipse... Later, I may retune it -this engine has infinite cam-timing option do to its' unique design (not the only one to use un-keyed slip-gear adjustment, but this was not common back then), and there is some documentation proving a 6-13 degree exhaust-cam retard and some intake cam advance improving low-end and mid-range, but it sacrifices some top-end performance past 6600 RPM (yep, past 6600). This may be with the newer, larger intake though, I will research that more later. For now, I am retaining original cam timing.
3.4T-Belt1a.JPG


I also pulled the old spark-plugs, my engine has a LOT of corrosion in the front bank of plug-tubes. It shouldn't hurt anything, but it was sad to see -this engine has been garaged since I salvaged it about a decade ago -too bad it never went into a car earlier than this. The plugs were in great shape internally however, and a quick bore-scoping showed nothing of concern on the front bank. I poured some 5W20 into the cylinders and let them sit a little before turning the engine over, and it moved fine.
3.4Clutch2a.JPG

Clutch is in, an LUK pressure-plate, with a Clutch Masters ceramic Stage 3 puck-type disc (from the 3800 GTU's earlier MG282 -the first clutch I had in that car that could hold its' torque), and an original GM flywheel, freshly resurfaced. SKF throw-out bearing completes it. Everything (except for the ceramic disc) including the transaxle was donated by an '88 GT, which also gave me a spare Z51 setup... 8) Got the tranny bolted-up after chamfering the input-shaft splines with a Dremel for easier install. Front lower engine mount is in, might need some adjustment though. Looks like I can use the stock exhaust manifolds, the rear outlet will clear the firewall how I have the engine positioned (until I am ready to put in a turbo with custom headers... :twisted: )
282Transx1b.jpg


1989 Super Charged 3800 Series II (First)Six-Speed Conversion GTU
1990 Turbo 3.4 5-Speed T-Type
1990 4.0L 4-Cam 32-Valve V-8 5-Speed Indy GTi (Project)
1990 Stock(!) 3.1 MPFI Auto Indy
1995 3.4 DOHC 5-Speed Z-26(Project)


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