Adapater Exist: 60V6 Engine to Small Block tranny

[85_Olds_Ciera]

...is the time the engine has to work.

This point is relevant...but it depends upon the vehicle operator, and what conditions the vehicle is driven in...city/rural/highway.

Theoretically speaking....if 60 HP was required to maintain a higher speed, on a 4-banger, that's 15 HP per piston...but on a V8, that's 7.5 HP per piston. Then one would consider the surface area at the rod-crank journal to determine how much impact was happening there...and of course, the piston's mass/area in relation to denotational forces.

All mechanical things (bearings/pistons/etc) being equal between I-4 and V-8, then yes, your V-8 would have a much longer lifespan since HP loading per piston on it would be less.

Yes, the V-8 motor would outlast the I-4, but the V-8 will drink more fuel also....if you gained say 5 mpg with the I-4, then at $3.00/gallon, every:

100 miles = $3.00 lost
1,000 miles - $30.00 lost
10,000miles = $300.00 lost
100,000 miles = $3,000.00 lost

But, if you were doing highway driving all the time, use the V-8 motor.

[85_Olds_Ciera]

Are you sure you can overbore it by 3/4"?

Correct...you can't bore a 267 into 350...

267

Introduced in 1979 for GM G-bodies (Chevrolet Monte Carlo, El Camino, and Malibu Classic) and also used on GM B-body cars (Impalas and Caprices), the 267 is actually a debored 305. The 350's crankshaft stroke (3.48") was the same, and to date, the only small-block with the smallest bore - 3.500 in. The 3.500" bore was introduced a year earlier on the 200 V6 (the 200 was a Chevrolet V6 motor based on the small block with the #3 and #6 cylinders removed).

It was available with a Rochester Dualjet 210 - effectively, one half of a Rochester Quadrajet. After 1980, electronic feedback carburetion was used on the 267.

While similar in displacement to the other 4.3-4.4L V8 motors produced by General Motors (including the Oldsmobile 260 and Pontiac 265, the small bore 267 shared no parts with the other motors and was phased out after the 1982 model year due to inability to conform to emission standards. Chevrolet vehicles eventually used the 305 (their own 5.0L) coupled with a THM200-4R overdrive.

[ForcedFirebird]

that link is where I looked it up! I knew the 305 couldn't be bored, but was unsure of the stock bore on a 267. If the cyl walls were thick enough to allow that much bore, the engine would run forever hot.

[85_Olds_Ciera]

but was unsure of the stock bore on a 267

I talked to a person at a pro rebuild shop, and nupe, you can't go that much over.

It is best not to overbore...heat does the motor in...if at all possible, re-ring a motor...or just lightly bore it.

I THINK I have a 1982 Chevy manual that would give the engine specs...but it's too late to look for it.

I hate to toss this 82 Chevy away, its been a reliable & cheap to fix transportation; but, I need to do something to the motor...with 200,000 plus, its lost some of its power...

I might note this vehicle was driven by soft peddled drivers...that's why it still works...I also have a 1986 Chevy, with 156,000 miles...same story, soft peddled drivers with flat land driving, and it still performs good on power.

[ForcedFirebird]

Well, it's up to you then. Is it worth re-building the V8, or spend the time and money modding to fit a 60* engine? Either way, take your time and do a good job so that you can feel good about the accomplishment. I've had motors last as long as 285k miles (4.3 V6), it's all in how you treat them. My car weighs about 3500lbs, and my 60* engine pulled it fine (17.1@75mph), after the turbo it was much faster, though. Could beat a 305 Camaro 3rd gen no problem (aprox same weight), but I never got back to the track once the turbo was installed (spun bearing from detonation).

For you to get the most out of that 2.8, you would be best to stroke it to a 3.1, and at least add a few bolt-ons, or you won't be happy with the swap. If you really want to wake it up, and have the fabrication skills, add a 3x00 top end.

[85_Olds_Ciera]

Is it worth re-building the V8, or spend the time and money modding to fit a 60* engine?

Options is what I have been considering....since my relative has a good 60* motor for a fair price, this was one option, but with a hurdle...how to mount it.

By the time I would be finished re-building the V8, I could have similar cost involved...or more...but with the 60* motor, I would have had the computer/wiring to transfer over, but really, not that big of a deal.

Right now, I've just started to work on this project: Got vehicle off the floor below.



Within next week or so, I should have the motor out and determine if this Tech-4 will be re-ringed or punched a pinch....tranny is shot, so I'll have to scratch on this aspect to in regards to fixing it, or looking around for another three speed auto, or maybe slip a 4 speed auto in it.

But, once this project is finished, I'll either overhaul the 82, or sell it....but, I would just love to slip one of those I-4 motors in it that had the V8 bolt pattern for tranny...but fat chance of finding this motor with computer cheap...

I do appreciate the feedback...

[85_Olds_Ciera]

I knew the 305 couldn't be bored, but was unsure of the stock bore on a 267.

Sidebar - Was looking on eBay today, and got a kick out of this description:

"...she had a 267 CID (307) V8 we switched out with a balanced 350 CID and re-worked the exhaust system to match."


Oh, so a 267 CID is now a 307....hmmmmm Could this be tricky Dicks?

[85_Olds_Ciera]

I've had motors last as long as 285k miles (4.3 V6)

You think this person is blowing smoke?

GM 4.3 Liter Vortec Is a piece of JUNK!

[TazMan]

You think this person is blowing smoke?

GM 4.3 Liter Vortec Is a piece of JUNK!

My father in law has a leased TrailBlazer with that motor. I borrowed it a few months ago for a day. It had 27,000 miles on it. When I started it to pull out of the driveway, the motor shook quite a bit and ticked louder than my 92GP with 110,000 miles that I bought for $250. The sound went away and it stopped shaking after it was running a bit. The transmission also slips for the first minute or two it's driving. When I checked the tranny fluid it had a thick sludge in it. He took it to the Dealer who charged him alot of money for a transmission tune-up. It still slips when it's cold.

While on my way to return the truck, the water pump broke. The shaft on the pulley broke and it had to be towed from there. He gets it to the dealer and they tell him the belt snapped. $60 just for the part(it didn't, I had checked it cause I originally wanted it fix it for him). They said when it snapped it broke the alternator.

3 months later the alternator that they supposedly replaced died. Remember this is on a leased vehicle with 27,000 miles on it! I guess GM doesn't realize that since he will now NEVER lease another GM vehicle, for all the money they robbed him in repairs, they lost AT LEAST 30 times that much on the next vehicle he leases. I don't know what GM was smoking when they designed that truck but I know it had a lot more than just a crappy engine.

[CNCguy]

I do not know about the Vortec but the earlier TBI 4.3s were decent engines if you maintained them. My friend does contract delivery and his early 90's Astro van was still running strong with little oil usage when he retired it at over 310,000 miles. He did replace the transmission, fuel pump, EGR valve, A/C compressor and the timing chain during its life. He got rid of it because the suspension was worn out and the oil light was starting to flicker at idle. He usually drives pretty hard since he gets paid on a mileage basis.

[ForcedFirebird]

I do not know about the Vortec but the earlier TBI 4.3s were decent engines if you maintained them. My friend does contract delivery and his early 90's Astro van was still running strong with little oil usage when he retired it at over 310,000 miles. He did replace the transmission, fuel pump, EGR valve, A/C compressor and the timing chain during its life. He got rid of it because the suspension was worn out and the oil light was starting to flicker at idle. He usually drives pretty hard since he gets paid on a mileage basis.

Yes, the engine in question was a 4.3, not a Vortech. It was in a 1986 GMC 1500 short bed, with a TH400 transmission and 4bbl carb. I also had an Astro with a TBI 4.3, and had no problems with it. Never experienced a Vortech, although a friend of mine had an Sanoma with one at the same time I had the Astro. He souped it up a bit, and beat the crap out of it, and it took the abuse.

[geoffinbc]

You think this person is blowing smoke?

GM 4.3 Liter Vortec Is a piece of JUNK!

My neighbor up the road has a 91 4.3L with 350,000KMS on the clock and it makes beautiful oil pressure and stays cool all day long. 4.3L's are not junk they are built just like a SBC. So if your going to say that is a junk motor your out to lunch. Almost all engine failure is due to human error anyway so don't always blame the motor. Yea by design a part may be prone to problems bus soon a solution is found and as long as a person keeps on top of it the motor should never die completely.

Look how many 3100 and 3400 motors people have lost to gasket failures. People on this board know what signs to look for and then we tear into it and replace the gasket with a Felpro metal gasket or GM's new gasket and the problem is solved. But people outside who are idiots simply let it go and never touch it until one day the cam bearing seize up and snap the cam in half and the engine fails. Those type of people instantly label the motor junk.

The only common problem the 4.3L Vortec (96plus) had was Dex cool. But we get the same problems too. So again the 4.3L is not junk. That link you found sounds like a serious bad luck case.

[85_Olds_Ciera]

For you to get the most out of that 2.8,

SideBar - What is common failure of this motor? Some go over 170K miles?

[ForcedFirebird]

SideBar - What is common failure of this motor? Some go over 170K miles?

I've seen them with over 300k miles. It's all in how the motor was maintained. I have a Ford that has over 185k, runs like a champ, but has been impecibly maintained. In typical Ford fasion, though, the tranny was rebuilt twice.
I have had some extremely high mileage engines, my 3.1 looked really good inside after 89k miles, and some detonation. One small score out of all cyls, and the cross hatches are still quite visable. If I didn't detonate with the turbo, it would be running good right now

[85_Olds_Ciera]

I've seen them with over 300k miles.

This 2.8 L is from a 1988 Beretta, which would be a Generation II, "aluminum heads with splayed valves and an aluminum front cover."

Were there any problems with these aluminum heads?