Vader, how reliable are the Z34's from 90-94 with the 210 hp TDC3 3.4?

if there is problems with them , how easy are they to fix?

 

I'm not Vader, but I can answer the question. Labor for this car is higher than most, since the engine is very large and akward. For instance, the average alternator replacement for most cars pays about an hour. These cars pay about four I think. Also, this car has a timing belt. It requires a very strict procedure that many techs don't follow and/or don't have the special tools to do it properly, and repair bills can escalate while the tech "learns" on your car what not to do.

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ASE Master Tech + L1
Savannah, GA

'87 Trans Am
S/D TPI retrofit including functional PassKey,
22# injectors,
Whatever chip I feel like burning,
JET AFPR, Ported Plenum,
TB Coolant Bypass, Custom Cold Air,
SSM SFC, KYB Shocks, Boxed LCAs, Wonder Bar,
8mm Accel wires,
Flowmaster Exhaust,
16" GTA rims,
Corvette Servo,
-->14.97 @ 94.9 MPH<--

'97 Bonneville SSE

 

thanks for the info. If I bought a repair manual could I teach myself how to properly work on the timing belt myself?

The timing belt seem to be the problem most Z34 owners bitch about.

 

I've got the 3.4L DOHC in my Cutlass Supreme. I did it myself once, now I take it to the dealer. You can fumble around blind with barely enough room to get both hands between the engine and the strut tower trying to get the tensioner in properly, or you can pay the dealer the 7 hours it takes him to do it. It's worth the money.

By the way, the alternator replacement is in the book at 4.9 hours. The service manual includes such delightful instructions as "Disconnect right drive axle at transaxle" and "Remove generator rear brace bolt,access bolt through left wheel opening using a 4 foot extension".

 

Hey, GMT,

Is this the one that has the right upper engine mount that is attached to the engine THROUGH the accessory drive belt? I've seen that trick on a few 231s, and I think maybe one of the 207s as well.

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Later,
Vader
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Vader, I don't recall. ARe you talking about the '97 and '98 C & H bodies? They really suck, having to take the engine mount apart to replace the serpentine belt. The problem is, those cars were really popular, so there are what seems like millions of them out there, so you just have to grin and bear it, I guess. Thats whats great about being a dealer tech, when an independant shop doesn't want to do something, they just say "you'll have to take it to the dealer", We don't have that option, WE ARE the dealer.

But anyway, the 3.4 is a real good engine, but just a pain to work on. The alternator, I would say you could do yourself, but the timing belt, no way. Especially w/o the special tools.

------------------
If you live in Southeastern US, check us out!
South East Thirdgen


ASE Master Tech + L1
Savannah, GA

'87 Trans Am
S/D TPI retrofit including functional PassKey,
22# injectors,
Whatever chip I feel like burning,
JET AFPR, Ported Plenum,
TB Coolant Bypass, Custom Cold Air,
SSM SFC, KYB Shocks, Boxed LCAs, Wonder Bar,
8mm Accel wires,
Flowmaster Exhaust,
16" GTA rims,
Corvette Servo,
-->14.97 @ 94.9 MPH<--

'97 Bonneville SSE