Probably hard to find those parts seperate or a wrecked one that is still intact. I've only seen a couple of them that I can remember. One was a kid in highschool who had a Cyclone and I saw a Typhoon a while back drivin down the road.

Even Kary balked at the expense and rarity of the Typoon/Cyclone when chossing engines for doing his 4.3 back when. (It was the factory turbo version of the 4.3 just for them as what ain't in the know. Very powerful!)

Those are hard parts to find.
Have yet to see even one in all the scrap yards I've toured.
Of course the parts can be bought from the dealer, but at what co$$$$t ?

Mind you, that would be an incredible power plan to have in there!

Certainly it would not be a swap for the faint of heart, and especially not for those who found the 4.3 CPI / 4L60E swap too much... <img src="/forums/images/graemlins/rolleyes.gif" alt="" />

Swapping in a 350 Chevy Small block would be a lot easier and cheaper.

true true.

The only problem is the fitment into a raider requires mucho hacking.

90 degree motors fit VERY nice between the fenderwells. The non fitment area is in length, and in the radiator area..... OR the firewall area, depending on motor position.

Yeah, that would have been interesting to compare different conversions...


Sure, V8 is wider than Mitsu 3.0, but it's not a width that is the biggest problem.




litemup, you have to think what result you want from the conversion, what are your financial resources and how much time you have available. There are a lot of engine options for swap and all of them have their own advantages/disadvantages. About V8 I like low RPM torque and good power, but it needs a lot of modifications and it's heavier than any other engine would be.

Anyway good luck with the swap, whatever engine you'll choose for it.

If anybody wants to try the 4.3 Typhoon swap. I can set you up with a donnor for a mere $15,000.

Hey thanks guys. Knew the info was there. Not sure what I am gonna do.
I have 3 small blocks and trannys that would work well.
And yep still working on that engine you have we talked about.
Just really wonder if it is worth the time or expense to mess with it. Really like the boxyness of the Raider though.

Yep found it by chance. Still seriously thinking bout the motor. Would serve my purpose cheap enough.
Found 2 on ebay close enough to go get though if the price is right. 87/88 Check them out
A guy here in town has the only other Raider I have seen here he will sell fo 2,000. New V6 motor and tranny.
Only thing is the wife doesn't want the 5speed.

So you know were to cut and what all I would need besides the motor and tranny lol. What about transfer case, driveshafts etc. I would assume a new tranny crossmember too, I really don't want to butcher the firewall either. Would it make the front too topheavy.
Really time is all I have. Don't want to invest a ton of money or headaches into a daily driver.

The prep work would be the same pretty much for the 4.3 CPI (mine) or the 4.3 TBI (LandRaider). The 700R4 and 4L60E are the same dimensions exactly. And the NP231 fits either trans.
With a 2" body lift, there is no cutting required, as now the GM 4.3 will fit. Just removal of various attachments and the existing motormounts, etc. But no serious sheemetal removal. I wanted to keep the fire-wall untouched, and succeeded.
With an electric cooling fan for the engine, it stays simpler than using the mechanical heat-clutch fan (which I used for trailer-hauling cooling power), which needs more room, and you will need to cut the front of the body where it passes across the engine bay.
The tranny X-member stayed the same, just weld a support bracket to it.
I used the existing mitsu A/T shifter to control the chevy trans (4L60E), modified, with a custom connector rod I built.
The t-case shifter is taken from a Jeep, and I did cut a small hole in the floor for that. Again a custom rod to connect. I think you can get cable shifters to simplify.

No matter what swap you do, you'll need the driveshafts modified to take the new tcase attachments. I went full new shafts with Spicer universals, and a double cardon joint with a centerslpine section on the rear shaft, and a slip-yoke eliminator on the t-case.

The rad is another issue. many options. I went full custom build-up to fit the space I had and the attach points that the Chevy wanted. For trailer hauling, I wanted the ultimate in cooling. And got it.

Other than some of the 4.3 CPI swap B.S. being ranted about by one poster here, it's a very do-able swap, more torque at all rpms than the TBI (ask GM!) and makes for a very impressive engine compartment!
It's all in what you want to end up with!
I wanted the interior to remain pretty much "Mitsu" in look and feel, so I went the extra distance to finish it right. It worked.

The total engine/trans/tcase package is about 75 lbs morethan the Mitsu parts, so the weight change is less than that from adding a winch! And the weight change is all between the 4 wheels, so very stable.

A daily driver WILL cost more than a trail rig or trailer queen.

Mine's over 25,000 miles now, including 2 round trips from the coast to the Rockies pulling a trailer behind it up to 11,000' with no heating issues. Very daily driver, very capable hauler, very good offroad.

Time's what you need most. And an excellent donor vehicle!

Check for more pix on my website linked below.