If I pull the whole harness out of a 2.8l Fiero and swap it into an MGB with a T5 transmission, will it run without problem in the MGB? I know many/all of the gauges will not work, but will the car run without the ECM being hooked up to any gauges or getting a speed signal from the transmission? This is not for my car BTW, a friend of mine is wanting to do it to his old MGB.

If this won't easily work, how about swapping carbureted 2.8l heads onto a 85-87 Fiero engine? Are they a direct bolt-on? Finding a good running carb'ed 2.8l might be tough at this point.

[This message has been edited by Dune (edited 12-10-2012).]

Run the EFI. It is way worth the trouble.

The engine harness connects to the body harness at C203 and C500. Supply voltage at the pins that you need to (fuel pump, INJ1 and INJ2, and Ignition, and your engine will run.

You should plan on using the VSS somehow also. The VSS input is needed for the ECM to operate properly. I assume there is a direct sensor that would insert in the VSS/Speedo hole that would work properly. You may need to use the board from the speedometer to buffer the circuit. You can also get a VSS that fits on a speedo cable so you can retain the stock cable speedometer.

I make swap harnesses if you are interested in purchasing one. - http://reddevilriver.com

[This message has been edited by phonedawgz (edited 12-10-2012).]

I have no idea what type of signal the MGB custer takes. I suppose it may be possible to mount a Fiero gauge cluster, but I'm sure it would be more trouble than it's worth.

How wil not having a VSS signal affect how the car runs?

I think in regards to the mechanicals If your friend is trying to do all of this then I would look at getting an longitudinal L32 3.4L V6 out of a 1993-1995 Camaro/Firebird rather than the transverse L44 2.8L that's in a Fiero. The L32 was the highest output of the 1st Gen 60 degree GM V6, at around 160 HP, and being primarily setup already for a longitudinal setup means it would bolt to transmissions that would accept the GM 60 degree bellhouse pattern (i.e., trans that came with the Camaro/Firebird), meaning it would have better adaptability to the MGB which is already FR layout (although the L44 is also GM 60 degree pattern, but then you still have to work out the trans issue).

I actually came to own a Fiero after finding out my fresh rebuild (3.4pr), intended for an OPEL GT, would fit. I had a T5 from a V6 S10 lined up, and grabbed a 3.4 from a Camaro.

Knowing what I know now, I'd not use a 3.4. Depending on the width of the engine bay in the MG, I'd use a 3400/3500 or a TDC3400. They flow way better and make way more power than the iron head and have the same V6 bolt pattern for the T5 you are shopping for. Even an old 3100/3400 would be better (Think early 90's Lumina, Corsica etc). You would need to get the engine control parts (ecm, ignition pack etc) but you get the distributorless ignition ( A huge plus imho), and good engine control (Tuneability) which is just a good idea should you want to turbo later.

If you are not into fuel injection or forced air, you can do a high performance intake and carb on a 3.4pr. It can make more power than the injected version because of the better intake. Also, use a high lift cam to get as much air into the 3.4pr if you end up going that way.

IF is has the room, you may as well go 3.8sc version (x). Most of these cars are not wide enough for a 90* V6 though.

Also, you need to consider what the rear end can handle. I was looking into a mustang II rear end to take the power.


Chay

He just wants a V6 in there, not looking to make a race car. A stock Fiero 2.8l would be perfectly fine. He would rather have it carbureted but is wiling to do FI if it is not much extra work.

My main question is now "How will the lack of VSS signal affect how the ECM runs the engine?"

The lack of VSS shouldnt be a huge problem as some T5s can have a electronic VSS , as long as you have a clutch switch installed, it should work fine, there are certain transmissions that output the correct 4000ppm signal. The biggest hurdle is the starter. All 60 degree engines but the RWD block have the starter on the left side of the engine. There is only one series of belhousings that can accept the starter from that side, I think it was in the 2.5l equipped GM cars from 82-84 or something along those lines.

It sounds like it would be best to just get a 3.4l enine AND transmisson from the same car to make everything bolt up. The correct exhaust headers and mounts/etc to make it all bolt in are around $800. I am unsure if that includes shift cable linkage/etc to make the shifter work.

Wow, I once thought about a 2.8 in a Spitfire.

In any event, the stock Fiero 2.8 heads will accept the Edelbrock carb manifold.

Mark

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86 SE V6 4 speed
86 SE V6 Auto
2008 G6 GT "Street" Coupe
2005 Buick 3.6 Rendezvous
2001 Olds Silhouette (AKA The Band Van)

The scary thing here is that we are discussing modernizing the car by putting a Fiero engine in it. I will give you a moment to let that sink in...

quote Originally posted by CowsPatoot: The scary thing here is that we are discussing modernizing the car by putting a Fiero engine in it. I will give you a moment to let that sink in...

Hahahaha, that just made my day.

He wants to do a GM 60 degree because it fits well, gets good mpg, is reasonably reliable, and cheap/easy to source. There's also a cheap, well made kit for them.

I'll help you along a little here

http://www.britishcarconversions.com/home

also, use a 3x00 motor, not one of our iron headed dinosaurs...

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there's a Group on 60degreeV6.com for us 660 Fiero owners!

Fiero Owner's group on 60degreeV6.com

I know these lines Look crooked on paper, but I swear I've got them straight in my head.

quote Originally posted by Dune: ...how about swapping carbureted 2.8l heads onto a 85-87 Fiero engine? Are they a direct bolt-on? Finding a good running carb'ed 2.8l might be tough at this point.

Chevy S-10 (2.8L) heads should be a direct bolt-in.

I understand your friend isn't looking to build a race engine, but I also don't know the extent to which the carbureted S-10's heads with their smaller-diameter valves would adversely affect the "performance" of a 2.8L Fiero-sourced engine.

Much more importantly, I don't see why a carbureted S-10's heads would be necessary to run a carburetor on a 2.8L Fiero-sourced engine in the first place. Therefore, I suggest your friend stick with 2.8L Fiero heads on a 2.8L Fiero-sourced engine, regardless of whether he elects to go with carburetion or EFI.

Those caveats aside, I'd think your friend's MGB would be a fun ride!

I told him he should just put a 87-88 duke in there snce it should also mate up to the T5, but he wants a V6. The car is absolutely beautiful. It is the best stock example of an MGB I've ever seen. All leather interior in perfect condition, and even the paint is perfect. The engine sat for around 4 years with the heads off though, someone apparently thought paper towels would stop the cylinders from rustng. The pistons are rusted in solid and the engine only made like 80hp to begin with so I suggested an engine swap.

Ah - don't put your cold air intake inlet behind your radiator.

[This message has been edited by phonedawgz (edited 12-11-2012).]

quote Originally posted by phonedawgz: Ah - don't put your cold air intake inlet behind your radiator.

Yeah, what a ricer thing to do. The extra air from the fan motor probably gives you 2psi boost.

quote Originally posted by Dune: ...the engine only made like 80hp to begin with so I suggested an engine swap.

If his MGB's little 1.8L four-cylinder engine only made around 80HP, then the 140HP of even the stock 2.8L V6 Fiero engine should make it feel like a veritable powerhouse by comparison.

As far as using a 2.8 in another car...

My son drives a Park Avenue with an L36. I have given him a Fiero to work on and play with. Would it be possible to swap the engines in the two cars? The main reason would be to sell the Park Avenue after the swap.

I'm not thinking transmissions. Engines only. Aren't they both 60* V6's? The 2.8 is from an 87 5-speed. Would he have to change the flywheel to use it on the automatic car?

Jonathan

The L36 is a 90* 3800, and yes, the flywheel would be wrong for a 5 speed. You would probably be better off leaving the Buick alone and getting another engine.

It's been done: http://jalopnik.com/5542526...st-reverse-fauxrarri

quote Originally posted by Gall757: The L36 is a 90* 3800, and yes, the flywheel would be wrong for a 5 speed. You would probably be better off leaving the Buick alone and getting another engine.

Probably would't do it anyway. Just out of curiosity, would the bell housings of the transmissions be the same? In other words, would they "bolt up" to either engine?

Jonathan

Yes. FWD 3800s have what is referred as GM's Metric pattern, the same as all the 60 deg V6 family (2.8)

[This message has been edited by phonedawgz (edited 12-13-2012).]

Thanks, always good to know the options!

Jonathan

This is a very common swap and there are no issues with using the complete engine harness and Fiero ECM with the engine and just getting adaptors to run the stock MG gauges (I run all stock MG gauges in my 1957 Jamaican bodied MGA except for a GPS speedo and an electronic tach).

A 2.8 is nice, and definitely keep it injected. If your buddy rebuilds an engine anyway, adding a 3.1 crank and 3.1 pistons without changing anything else adds some welcome mid range torque. The 3.4 is indeed the best choice of the iron head engines. Using the superior alloy head 3400, 3500 and 3900 require more complicated things to be done.

This is a Camaro 3.4 engine in my MG:





Tell him to go here and all will be answered! MG V6

[This message has been edited by BillS (edited 12-14-2012).]