I'm doing the 4.3TBI in mine. The engine is out and I'll be posting pics to my swap thread tonight (I hope). The swap is costing me a perty penny, but my truck's a keeper and this swap will give me what I want. Mine is my DD and will be my boat puller.

Don I'll prolly contact you for radiator details since I plan to pull my 16' boat around. I want to run the stock 4.3 fan setup with the stock 3 core Raider radiator. Am I crazy?

Also, has anyone confirmed if the bell from a pre-89 auto tranny will bolt to an 89 engine (2.6)? Thanks...

Not too sure what the BTU cap of the original 2.6 rad was, but I think the intake and outlets are on the wrong sides? The GM rad was too wide to fit into the space in the Mitsu.
Keep the mech fan if you're towing. At worst mine was cycling on about 25% of the time on the up-hills on the freeways in 100 deg F of more weather at elevation in ID/CO/UT. I don't have a fan shroud anymore, so it was originally a cause for concern.
I also have a 17' Wellcraft boat and trailer, and I doubt there will be any concerns there either. The weight's certainly less significant since you're putting an engine into a vehicle that's about 1,000 lbs less in weight than the vehicle it came out of.
You'll love the 4.3 for towing!

I keep hearing about how CPI and OBDII are both huge money pits. I just can't see it. In the end, you get better fuel economy and way better torque and driveability.

Shouldn't cost any more than any of the other 4.3 swaps. Just depends on how much you pay for the donor.

Wow, very sweet and nicely done. Didn't see the web addy though. <img src="/forums/images/graemlins/kewl.gif" alt="" />

Oooops got the web :patriotsite, way too cool. <img src="/forums/images/graemlins/patriot.gif" alt="" />

Don't see why not.. In fact, I have an 87 4cyl trans behind an '89 3.0 V6 motor with the V6 bellhousing.

You shouldnt have any trouble with the 4cyl.

So the bell housings on the mitsu tranny's are interchangeable from the auto's to 5 speeds.
I keep hearing about dowel pin widths on the blocks. So is that why you have to change bell housings to go to a v6 or vice versa <img src="/forums/images/graemlins/confused.gif" alt="" />

The 92-95 CPI 4.3's don't have the OBD headaches, as OBD2 didn't start until 95-96.

With OBD2 the electronics are fully integrated, and if you use the stock wiring harness, you need to supply the computer with everything from airbag sensors on down.

Prior to OBD2, the computer that controls the engine is stand alone. So mine ('94) has the GM engine computer behind the glove box with all the engine sensor, A/T wires, and speed sensor wires going out the wiring hole that's already there in the Mitsu. It's very convenient, as the Mitsu wiring (headlights, horn, power, etc) go out the driver's side fire wall. Almost totally seperate wiring.

The only GM-to-Mitsu/Mitsu-to-GM wiring that the 94 CPI "needed" is the tachometer pulse wire, the "check-engine" light, and the ignition. No big deal. I wired the GM check engine signal wire into the Mitsu gauge console to use the existing check engine light. You can read the GM codes with no trouble at all.

The GM ADL connector only uses 3 wires in 94, and is easy to use with a proper code reader, or even just a jumper wire and read the flashing code displayed on the check engine light.

I totally split the whole Mitsu wiring loom on mine, but only to let me get rid of the redundant wires. Since I re-wired fully the headlights and relay, and the horn (now an air horn), etc, many of the Mitsu wires were no doing anything any more. So I removed them fully. Then re-wrapped the loom to include my wiring changes. Tidy.

The block on the 2.6 engine was the same for both the auto and the manual for the 87 and 88's. The 89 2.6 only have a stick but again its the same block.

In the 86 and older 2.6 engines the auto gets a differant block since its mated to a baby 904 tranny. Thats the one of a kind block that IMHO is generly good for scrap.

The 904 tranny was only a 3 speed. <img src="/forums/images/graemlins/rodent.gif" alt="" />

The 4 speed auto is basicly the same on the V6 and the 2.6 engines. The later V6 units get a lock up converter that has a better torque multiplication ratio. That tranny behind a turbo 4 is a great setup.

As far as the bellhousings, they only swap on the 4 speed auto tranny.

Apparently the converter thats on the 4 cyl is the runt of the litter and to be avoided is you run tall tires. The V6 converter seems to work a lot better, with the lockup version being the best.

Kevin

So I could basically get a later v6 for my Raider and drop it in with my auto. Could probably find one of those easier.