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2.7 tiburon motor.

19K views 63 replies 19 participants last post by  Reaper1 
#1 ·
The tiburon 2.7 v6 is also a 6g7x derived motor. I tossed around the idea of putting it's close ratio 6sp trans on the shadow for an autocross setup, but don't have the spare time or $$$
 
#3 ·
Re: direction of the 3.0 section

nope, hyundai tiburon FWD 2.7 v6.



Does the block / head bolt pattern look familiar? :)
 
#7 ·
Re: direction of the 3.0 section

I don't think the heads would work either, It looks like its a cam chain drive vs a cam belt. I was more interested in the 6-sp manual trans for an autocross setup. shorter gear ratios than the A543.

Tiburon 6-sp vs A543
1 - 3.153____1 - 3.31
2 - 1.944____2 - 2.06
3 - 1.333____3 - 1.36
4 - 1.055____4 - 0.97
5 - 0.857____5 - 0.71
6 - 0.704____Final - 3.77
R - 3.002
Final - 4.428

Top Speeds
6-sp___vs___A543
1 - 37______1 - 42
2 - 61______2 - 67
3 - 88______3 - 102
4 - 112_____4 - 143
5 - 137_____5 - 195
6 - 167
 
#8 ·
Re: direction of the 3.0 section

I don't think the heads would work either, It looks like its a cam chain drive vs a cam belt. I was more interested in the 6-sp manual trans for an autocross setup. shorter gear ratios than the A543.

Tiburon 6-sp vs A543
1 - 3.153____1 - 3.31
2 - 1.944____2 - 2.06
3 - 1.333____3 - 1.36
4 - 1.055____4 - 0.97
5 - 0.857____5 - 0.71
6 - 0.704____Final - 3.77
R - 3.002
Final - 4.428

Top Speeds
6-sp___vs___A543
1 - 37______1 - 42
2 - 61______2 - 67
3 - 88______3 - 102
4 - 112_____4 - 143
5 - 137_____5 - 195
6 - 167
Most forget the Delta V6 (Hyundai 2.7 DOHC) is 6gxx based. Yeah the Tiby 2.7 v6 was weaksauce in stock form (although fun to rev); I remember beating one in a 2.7 Sebring auto (Tiburon was the 6 speed) however the transmission it is mated to is pretty stout, I believe it is the same transmission (albeit different bell housing) as the SE-R V-Spec Sentras. I never thought about the fact it could possibly work with our cars, is this a custom axle stub, figure out hydraulic clutch system (use Tiburon master and slave?), custom pedal, figure out mounts away from working in our cars? I would bet one could figure out how to mount the 6 speed shifter and run cables fairly easy? Holy 6 speed Lebaron thoughts (just "6 speed" and "Lebaron" in the same sentence would leave your average bloke scratching their heads).. Enlighten us. :party2:
 
#11 ·
due to the gearing, the tibby won't give you the top speed you're looking for. I brought it up as more of an autocross gearbox compared with the taller 3.77 A543.

Speed calculations were run using a 24.33" tire size (215x55R15) and at a max rpm of 7200 which is my current rev limit in MS.

The only way to get to 200+ MPH is a pre-92 3.5 FD A543 and even that is pushing it. 7200rpms only gets you to 207mph. you would probably need larger diameter tires or something to up the speed further than that.
 
#10 ·
back in high school my friend had and 04 and 05 tiburon gt v6. we beat the living piss out of them both. he got them new, and before he traded them both in for a new truck, we had 65k on his blue one and about 80k on his red special edition. the motors are tough as shit to withhold the beating we threw at them.

enough of a beating where a set of front tires only lasted 2k miles, at most.
 
#12 ·
also has a little more aftermarket support for the motor
 
#13 ·
The only way to get to 200+ MPH is a pre-92 3.5 FD A543 and even that is pushing it. 7200rpms only gets you to 207mph. you would probably need larger diameter tires or something to up the speed further than that.
Well, it wouldnt be THAT exorbitant to get a straight cut 5th gear with the ratio you wanted to give you a little more headroom. You could swap them out on the car since they are just under the side cover on the trans. Noise would be a ...secondary concern at 150+.
 
#14 ·
you might be surprised. only the gear on the secondary shaft comes off. the input shaft is a single machined piece of metal with the gears cut into it.
 
#17 ·
Wondering if this transmission would hold up to a highly modded 2.5 with 250-300 hp
 
#18 ·
Its a "possibility", the tibby 2.7 was derived from the mitsu 6G7x design.
Heres my 24v SOHC 3.0 (which mates to the A543) and heres a pic of the tibby's block bolt pattern. While it may bolt up to the block, there are additional concerns with clutch actuation, rear bobble strut, trans mount and axle splining which I have yet to answer




Additionally, I found more pics of the tibby's heads and timing system, and it LOOKS like their DOHC heads could work on the other motors, but I'd have to dig more into it and see if the bores are close enough. Not sure if they reduced the stroke to get to the 2.7L.

They use a single cam gear timing belt just like the 3.0 SOHCs, then drive the second cam with a chain in the head. I'd be interested to see what the heads flow as well. Must do more research!

 
#20 ·
92TurboTona - from what I've read so far, the internals of the transmission are pretty much identical to the same era Nissan Sentra SE-R which I think had some different gear ratios on the 6sp. I also haven't (YET) seen anything with blown up transmissions even pushing 300+ HP on turbos or superchargers. However, IIRC the 2.2/2.5 chrysler motors don't have the same bolt pattern as the 6G7x motors and thus this trans wouldn't work on the Turbo Dodge I4's


Again, this would be more of an autocross or technical track usage compared to the long geared A543. You would be sacrificing overall top speed and fuel economy for a bit quicker acceleration.

EDIT: Also forgot, it looks like you would also need to switch over to the tiburon starter motor as well.
 
#21 ·
I recall back when I bought my Sonata with a bad 4 cyl engine, I researched the possibility of stuffing in a 2.7L in place of it, and I found the engines to be really cheap in price--about $300 for low mileage ones and plenty of them out there. Almost anytime you have low mileage $300 engines, they're usually pretty well engineered and don't have problems. I could easily buy an engine and transmission for quite a bit less than just the Hyundai / Kia 2.4L. Their 4 cylinders are also Mitsubishi engines, but their issue is snapping timing belts, which probably isn't much of a problem as long as you change them every 60,000 miles like the owners' manual says to.

And... on those pictures above, that isn't an aluminum block, is it? It looks like it. A 6G7x with an aluminum block?

I still think that it would be much cooler to go with the 3.8L MIVEC engine. It is almost another 100 horsepower over the Tiburon engine with over 1 liter more displacement and about the same amount of work to get it to happen. Downside is the cost of the 3.8 MIVEC.

And with the Chrysler 2.7L making over 30 horsepower more with the same displacement... it makes you wonder.
 
#22 ·
I did more digging and it appears the tibby has an aluminum block. HOWEVER, it also appears that it is based more on the 6G73 2.5L block and is almost bored out to the max in stock form. Not enough meat to bore out to larger displacements like 3.0L and beyond.

While the 2.7 is an interesting motor, I'd be more interested in the heads and trans than the block. The heads might be a nice fit between the SOHC 12v/24v and the true DOHC heads on the 3000GTs etc.

EDIT: found some head flow #s as well (From NGM - House of Power)
Stock
I - 185cfm @ .400"
E - 150cfm @ .400"

Stage 4 porting from NGM with +1mm valves
I - 237cfm @ .400"
E - 212cfm @ .400"
 
#23 ·
Interesting! I have always speculated that this block could have possibly derived from the 2.5 (6g73) as both of their displacements were so "small" for a V6. Even if the heads are too much hassle to make work in our cars (would rather stay 12V anyways) the trans would be more than worth the effort, not many are going to reach 195mph lol. I would gladly give up some top speed for even more accleration. Definitely keep this going, this is the freshest info for the 3.0 section in a long time.
 
#24 ·
In regards to running 200 MPH with the Chrysler trans, I would try it unless a course cut Getrag trans. That 5th gear is basically a bolt on lol. I've snapped them off before... BTW LRE used to sell a .65 5th gear for the Getrag, would be nice if they still did.
 
#25 ·
How did that 5th gear work? was it just the layshaft gear? When I rebuilt my A543, the input shaft was a single machined piece, no way to change the tooth count, pitch, or spacing...
 
#26 ·
well being a bolt on gear, not part of the trans as there based off a 4 speed. LRE just had a few ratios made. They either made 3 or 4 different ratios, the .65 is the one to get but if your running on different tracks and in 5th the whole time a quick gear swap helps you. LRE is the old Lambros racing company.
 
#28 ·
Pope - to your point, I looked at the FSM trans breakout and your right, 5th is a bolt on gear to BOTH shafts...must be my memory getting a few cobwebs... :)
 
#30 ·
Either that or too much time NOT working on the car...I should fix that :)
 
#32 ·
Well, compared the flow #'s from NGM's page to eds graphs (HERE) it seems like the 2.7 heads, while a hybrid DOHC, don't flow as well as I'd hoped...
 
#33 ·
I figured that it wouldn't be so great. 170 horsepower for a 2.7L DOHC engine is not spectacular for this day and age.

But I REALLY do like the idea of the aluminum block--they are typically significantly lighter than a cast iron one.

2.7L Hyundai:
Bore: 8.67 cm
Stroke: 7.5 cm

3.8L MIVEC:
Bore: 9.5 cm
Stroke: 9.0 cm

Even if you were able to stick the 3.8 crank into the 2.7, it only comes to just shy of 3.2 liters of displacement. If it wasn't so "small" of an engine, I'd really look into going that route for a build. But the 3.8 MIVEC just has the simple advantage of being such a big engine with good flowing heads on it with an extra 90 horsepower of extra ooomph.
 
#34 ·
I just registered for the forums here and this is the first thread I've read on this site, so please bear with me if my question is out of line or if I'm breaking any rules for bumping an old thread. I found it through googling and wanted to reply before digging any deeper since I've been searching around the internets for a while now.

I'm actually coming from the other side of the OP's question.

I'm looking for a direct bolt-up transmission (or one with only a reasonable amount of work needed), for my 2.7L Delta motor that has a taller set of gears. The OEM Hyundai Tiburon 5-speed and 6-speed transmissions that came with the V6 have such a short gearset, that it makes a terrible setup for straight-line racing or good gas mileage at highway speeds.

Let me also qualify that statement by saying that the gearing is pretty good for the motor's stock power output, but when you double or triple that, it's pretty terribad...

The 01-06 Elantra 5-speed has the better gearing that I'm looking for, and is supposed to be a direct bolt up to the Tiburon's 4-banger, but there seems to be no concrete info on whether or not the 4-cyl and V6 transmissions share the same bolt patterns or not. Short of buying one and seeing for myself, I found this thread by just googling around the internets and seeing what I could find out...

So I'd like to find out more about the original question in this thread and see if this A543 tranny will bolt up to my Tiburon or not and what parts would be needed to make it work.
 
#35 ·
The A543 should bolt up, however there are a few differences:
1) The A543 is a push-type cable clutch vs a pull type hydraulic clutch (which I believe the Tiburon has)
2) If you do switch, go for the large spline 92+ transmissions
3) no factory LSD, but a A420 powered neon helical LSD will fit
4) you may have to cobble together axles as I don't know if the size/spline count of the Tiburon axles are compatible with the size/spline count in the A543.
5) you will have to switch to the chrysler starter as the bellhousing casting is different on the starter mount point
6) Speed sensor may not be compatible with the Tiburon system. The dodge sensor outputs 8 pulses per rev of the sensor.
7) Gear ratios are probably better as the 92+ A543 has the following gearing:
1 - 3.31
2 - 2.06
3 - 1.36
4 - 0.97
5 - 0.71
Final - 3.77
 
#36 ·
Thanks for the quick reply!

And blech, that's alot more to worry about than I had considered. That Elantra transmission may be a better bet after all, even if I have to get an adapter plate machined for the bellhousing and weld it on! Since it's a direct swap in every other regard you mentioned for the Tiburon 4-cylinder it should also be for the V-6 if I can just get it to mate to the engine.

The Tiburon's own 4-cylinder 5-speed is the same one used on the V-6 after all, too bad the Elantra never came with a V-6 in those years. Even the axles are a direct fit between the 4-banger Tib and Elantra it sounds like.

Argh, I wish I could find the threads over on New Tiburon (dot) com where I had read all that info about the swap, looks like it may have been purged during a thread cleanup. I do know that the Mitsubishi Eclipse Quaife LSD will fit in that tranny though as well, just need Mitsu speedo gear to make it compatible with the Tiburon's system.

Hyundai's online manuals also show part numbers for the bellhousing (clutch housing they call it) separately from the transmission itself, so maybe that's the ticket, just swap some bellhousings around.
 
#37 ·
I wouldn't say that it is going to be easy to stuff a Chrysler transmission in there. Although the 1992+ 543 transmissions are very tough, with the only weak point being the differential pin, but even then, they're not that weak, either.

I considered the Hyundai 2.7 engine for a project, especially since those engines can be had for really cheap and they should be lightweight as well via their aluminum blocks. But the power output wasn't spectacular by any means and I figured if I am going to go through that trouble, why not go "all the way" with more than 1000cc's more displacement in the form of a 3.8L Mitusibishi Mivec V-6. That's what should be stuffed into a Tiburon.
 
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