I have a 95 acclaim 3.0. I found a 96 3000gt motor with 56k for cheap from a wrecked car. How hard would it be to swap it in?

 

or would I have better luck putting eclipse gts heads on my motor

 

There are also differences in the oil pumps and filter locations. Chrysler has a pump specific for its use, with the filter located on the "front" (as viewed with the hood open) of the block, while the Mitsubishi cars use a pump with the filter on the pump. Adapters altered the filter’s position depending on the application. Could such a pump be used on the Chrysler FWD cars or minivans? No, the right side halfshaft is in the way, explaining the difference.

In Chrysler vehicles, one lower intake manifold was used through to 1988, another used in 1989 and later; the PCV valve was moved from the valve cover (which is also different, for the same reason). The intake manifold was changed to redesign the floor and runners, smoothing the flow of air; and to be more compact to allow for lower hoodlines. The throttle body was also changed in 1989, with a smaller bore for smoother response. Exhaust flow restrictions were reduced at the same time by increasing the exhaust manifold outlet diameter from 2.25 to 2.5 inches, and a new throttle control system reduced effort and improved pedal feel, incorporating a self-locking cable for higher reliability. The air/fuel charge temperature sensor was dropped, that information now being calculated by the computer, and the EGR valve was dropped (in Federal cars).

Fuel rails changed around 1992 with sequential injection.

This motor has been used in Mitsubishi forklifts and other machinery. Those versions usually run on LPG or propane. It was also used in the Mitsubishi Raider — with a metric-threaded oil filter, unlike the New Yorker, Dynasty, and minivan version which used U.S. threading.

This motor is capable of handling much more power. It uses the same basic block, crankshaft (though in later years the TT version was Nitrile treated), bearings, and rods in SOHC and DOHC form. The main difference was that the block was machined to accept a 4 bolt main bearing cap, instead of the two bolt mains, and the pistons are different for the SOHC/DOHC FWD, TT and RWD SOHC motor. The Chrysler motor seems to have yet another piston. Clearances are basically the same though regardless of pistons or application. The DOHC heads will bolt on the SOHC block. So this is a way to generate more power, but then you need the whole computer and wiring harness from the donor car. Same thing if you decided to get the TT DOHC setup as well.

That is copied from Allpar: http://www.allpar.com/mopar/3.html It's a basic rundown of the engine in Chryslers. From what I can understand from the article, the oil pump from a Mitsu will not fit due to halfshaft interference and the fuel system and ECM's are completely different. The blocks are identical, however, so it would probably be as simple as using your engines oil filter, fuel system and computer.

 

I'm thinking on swapping to the 24 valve sohc heads. What else am I going to have to change

 

I read my Chilton manual and it says, as I mentioned in the last reply, oil filter, entire fuel injection/intake system and ECM. BUT the DOHC heads are the same as the SOHC and can be swapped out between every version of the 3.0L. The Allpar article states that you can simply swap the DOHC heads onto your SOHC engine and get a lot more power without doing anything else. Which, now that I know, I think I'm going to look for some DOHC heads for my 94 Acclaim. I am thinking at just under 200k miles I was going to do a preventative maintenance head gasket replacement anyway.

 

I initially wanted to do the dohc but after the research I have done, it seems that only sohc heads can go on sohc blocks, and dohc to dohc. The 24 valve sohc motors pulled about 50hp more then our 12 valves. I don't see why you would have to change anything other then the heads and maybe intake mani if mine won't bolt on. Oil filter is no where around heads so I have no idea why it would have to be changed.

I found a guy around me with a 24 sohc motor that has a shot bottom end that I can take whatever I want off of it, so I'm trying to rally as much info on what I need as possible.

 

According to Allpar: "The DOHC heads will bolt on the SOHC block. So this is a way to generate more power, but then you need the whole computer and wiring harness from the donor car. Same thing if you decided to get the TT DOHC setup as well."

 

I'm not looking to go DOHC. I'm looking to put the 24 valve SOHC heads on. They pull almost equal power but are a more direct swap. I'm assuming I will also need the Intake manifold. As far as fuel goes I should be set seeings I am already pulling 62 psi at the rail and my pump is rated for 130 psi.