Which manual transmission fits a 3.4L DOHC 24-VALVE GM V-6 275HP?

Question

I picked up a 3.4L DOHC 24-VALVE GM V-6 automatic engine out of a '91 Chevy Lumina Z34 at the junkyard that I plan on rebuilding to put into my '91 Chevy Cavalier Z24. I was wondering if there is a manual transmission that will fit on this motor? Keep in mind that I am rebuilding this motor to hopefully get back to it's original 275HP that it was supposed to have. Maybe more. So I want to make sure that I'm not going to end up blowing the transmission. Plus will this motor fit the factory motor mounts or am I going to have to switch those too? Thank you for your time and help in this matter.

Answer 1

here is a link to put a small block 350 in it. this is for a fiero but its all the same just in the back instad of the front same trans. they are easier to find also.as for the 3.4 you just get the mounts from the car you got it from.


Chevrolets engine started its life as a true V6 from the ground up. It was designed with a 60 degree separation angle to give perfect balance and a crank throw angle of 120 degrees. This V6 is not like any other Chevrolet V6 which have all been derived form their V8 cousins. Chevrolet's 60-degree V6 has been produced in three distinct versions. First generation V6/60-degrees have cast iron cylinder heads with inline valves; second generation engines have aluminum cylinder heads with splayed valves. First generation engines V6/60-degrees are produced for front-wheel-drive and rear-wheel-drive vehicles exclusively. The second and third generation engines were only used in front-wheel-drive vehicles. Generation three engines were introduced in 1993. Generation three engines got a redesigned cylinder heads and intake with improved air flow. The crank case was still cast iron and received little change. Chevrolet would soon push this engine to its real potential.

In 1989 Chevrolet teamed up with McLaren to produce a turbocharged engine of the yet to be introduced 3.1L. This engine made 205 horsepower and 225 foot-pounds of torque. In the first year only 2000 were produced. It lasted through 1990 and was then stopped. In this same year the turbo engine was coming to a close, Chevrolet made a pace car out of the Beretta. This car of course had to be special and so did the engine. The traditional cast iron block was first tossed in favor of GM's high performance V6/60-degree aluminum bow tie block. With the block punched out to 3.4 liters, a compression ratio of 10.7:1 and filled with GM and aftermarket goodies, like a Crower solid lifter camshaft with .459-inch max intake lift and .484-inch exhaust lift, Iskenderian solid lifters, custom-made Smith Brothers pushrods, Crane aluminum roller rocker arms, special studs from Ryan Falconer Racing Engines, the engine produced 225 horsepower. With this power the car was projected to 60 miles per hour in 6.5 seconds and was able to cover a quarter mile in 14.5 seconds. Still Chevrolet could not get enough of the little engine that could, it was time for some innovation, all engines thus far have been pushrod engines but Chevrolet was not done with their little creation.
Chevy 60-Degree V6
Launching in 1980 the Chevrolet 60-Degree V6 is a compact powerhouse. This innovative engine has beaten both the competition and the elements in off-road racing. It is a proven winner in sports car racing, and it has a promising future on America's oval tracks in the Midget classes. A Chevy V6/60-degree engine is the perfect power-plant for a high-tech street rod or an ultra light autocross machine. This engine has received changes almost every year of its life and is now one of GM's most widespread engines.
Chevrolets engine started its life as a true V6 from the ground up. It was designed with a 60 degree separation angle to give perfect balance and a crank throw angle of 120 degrees. This V6 is not like any other Chevrolet V6 which have all been derived form their V8 cousins. Chevrolet's 60-degree V6 has been produced in three distinct versions. First generation V6/60-degrees have cast iron cylinder heads with inline valves; second generation engines have aluminum cylinder heads with splayed valves. First generation engines V6/60-degrees are produced for front-wheel-drive and rear-wheel-drive vehicles exclusively. The second and third generation engines were only used in front-wheel-drive vehicles. Generation three engines were introduced in 1993. Generation three engines got a redesigned cylinder heads and intake with improved air flow. The crank case was still cast iron and received little change. Chevrolet would soon push this engine to its real potential.

In 1989 Chevrolet teamed up with McLaren to produce a turbocharged engine of the yet to be introduced 3.1L. This engine made 205 horsepower and 225 foot-pounds of torque. In the first year only 2000 were produced. It lasted through 1990 and was then stopped. In this same year the turbo engine was coming to a close, Chevrolet made a pace car out of the Beretta. This car of course had to be special and so did the engine. The traditional cast iron block was first tossed in favor of GM's high performance V6/60-degree aluminum bow tie block. With the block punched out to 3.4 liters, a compression ratio of 10.7:1 and filled with GM and aftermarket goodies, like a Crower solid lifter camshaft with .459-inch max intake lift and .484-inch exhaust lift, Iskenderian solid lifters, custom-made Smith Brothers pushrods, Crane aluminum roller rocker arms, special studs from Ryan Falconer Racing Engines, the engine produced 225 horsepower. With this power the car was projected to 60 miles per hour in 6.5 seconds and was able to cover a quarter mile in 14.5 seconds. Still Chevrolet could not get enough of the little engine that could, it was time for some innovation, all engines thus far have been pushrod engines but Chevrolet was not done with their little creation.



In 1991 Chevrolet introduced a Dual Over Head Cam (DOHC) version of the V6/60-degree engine. The engine produced an astounding 210 horsepower and 215 foot-pounds of torque. In 1991 these were very impressive numbers. Rumors around this engine suggest it actually produced 300 horsepower when first designed but there was no transmission available at the time to reliably handle the power. Plus torque steer inherent with front-wheel-drive cars of the day would be unbearable for the average driver, if 300 horsepower were delivered to the front wheels. The engine lasted through until 1998 when it was ended. A DOHC engine would not be seen again until 2004

In 2004 GM once again was re-facing its image. Starting with a fresh new Cadillac

1991 Turbo engine ends production
No Changes
DOHC FWD Engine
3.4L Displacement
Completely new aluminum cylinder heads use 2 camshafts per head and 4 valves per cylinder
Chain driven intermediate shaft which drove the oil pump. Belts from the intermediate shaft drove the camshafts.
Special block with modified oiling system and no traditional cam section or lifter gallies
Engine oil cooler was used
MPFI fuel injection
OBD I computer system
Horsepower 210 (manual trans)
Horsepower 200 (auto trans)
Torque 215 (auto & manual trans)
Compression ratio 9.25:1 (auto tans)
Compression 9.5:1 (manual trans)

The computer can adjust for variances from engine to engine and different driving conditions, but the 3.4L is more adjustment than the computer can ideally achieve. As a result, drivability problems, such as hesitation and stalling in open loop, are common with 3.4L engines running stock 2.8L injectors. Installing the 4.3 injectors (45 lb /hr injectors) solves these problems and improves overall performance by allowing the injectors to flow more fuel using the same band pulse width (BPW) that is programmed in the 2.8L ECM. Running the 3.4L engine with 2.8L (33 lb/hr) injectors can cause a dangerously lean condition, especially at RPM's above 4000 because the air to fuel mixture is far too lean than what is required.

Sources for injectors are abundant. The cheapest option is to go to a salvage yard

Answer 2

THOSE WERE THE YEARS THAT LEAD GM TO GO BROKE! GM WAS OF THE HISTORY THAT THEIR DESIGNS WERE INTERCHANGEABLE EVERYWHERE! NOW THEY RESTRICT TOO MUCH, WASTE TIME AND MONEY IN DOING SO. THE PRINCIPALS OF BENCH STOCK ENGINEERING MUST RETURN AND SELL THE HELL OUT OF EVERYTHING! EVEN THE RO7 ENGINE!ALL TRANSMISSIONS SHOULD BE SAME BOLT PATTERN,TO ALL ENGINE BLOCKS, YES EVEN 4 CYLINDERS! THIS WAY IF I MAKE 800 HP M OUT OF A TURBO 4 I CAN USE THE 7 SPEED CORVETTE TRANNY, OR A 400 TURBO HYDRO! SAME GOES FOR THE COMPUTERIZED FUEL INJECTIONS! THEY SHOULD ALL HAVE ALL VARIABLE COMPUTER CHIPS S YOU CHANGE ONLY THE CHIP! NOT THE WHOLE COMPUTER!THEY DUMPED ALL THE OLD GUYS THEN THEY GOT NEW GUYS, NOW AGAIN THEY HAVE NEW GUYS! HEY TEACH THE OLD HISTORY KEEP AN ARCHIVES ,FILES OF ALL THE PAST STUFF. LIKE WHERE IS ALL THE INFO OF THE L-88, THE ZL1 ENGINE? QUIT SELLING, OR DESTROYING,! WARE HOUSE IT WITH GREAT SECURITY! WE JUST MIGHT NEED ALL THAT, SOON! I SURE AS HELL HOPE THEY ARE READING THIS OR THAT SOMEBODY SHOWS IT TO THEM! HEY MARY BARRA ARE YOU READING THIS? YOU BUILD WE'LL BUY IT! WE HOT RODDERS SPEND GOBS OF MONEY,RIDICULOUSLY ON CHEVY! THE LEAST YOU COULD GIVE US IS ALL THE METAL WE WANT! GO FOR IT! WHATY IS AN RO7? I JUST SAW THAT! IT'S A NASCAR MOTOR! HIGLY SPECIALIZED FOR NASCAR! CAN WE BUY IT? 900 HP! AND DURABLE! I WANT ONE!

Answer 3

I do, and I LOVE driving a manual. I have been driving a 5 speed for years now and I will never, ever go back to an automatic. It's nice to be able to be in control of the car, and it's a lot easier to slow down in the snow! It's great for saving gas too. Automatics suck.

Answer 4

that engine is junk, and won't even fit in a j-body cavalier.

it has no aftermarket what-so-ever and is a total throwaway.

but if you really like the idea of banging your head into a wall and ruining your crapalier, the Getrag 282 and 284 both work.

a much better engine packagine wise would be a 3800 Supercharged engine, not as "huge" dimensionally than the 60* 3.4, and it makes a **** ton more power, and it's aftermarket is huge.

good luck even getting 275hp NA out of that motor.

Answer 5

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I can but I haven't had one for 20 years on a daily basis. In town driving is tedious...that is what I remember the most.