That is the reason why I suggested another alternative, particularly one that could be done in affordable stages.

Many of us have been down the R&D route - it doesn't get sorted out so easily.
The Series 3 gearbox won't handle the power for long, neither will second-hand overdrives (if you can find a spare one), differential ratio changes are expensive. Once you have more power it make sense to match your cruising speed to maximum torque.
Engines have separate thrust washers locating the crankshaft and you will be likely to have problems with a tired engine unless you rebuild the bottom end also.

And I almost forgot about upgrading the standard four cylinder front brakes to servo boosted 3" wide front brakes from a Series 3 6-cylinder so you have a safety margin there also

Bob

Or, you could forget about the brakes, and slap on a Toyota badge.

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Hinges Standing Proud - Since 1963
112-752 1963 88" GS 'Crusher'
REMLR Member #264

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:Strange Rovers Down Under 4BD1T 120" 110 /3 Rangies:/ 3 series 1's/ 2 series 2's/2 series 3 88's/2
series 3 109's and a heap of rice burners

Matey ya better start praying ya Missus doe not read this She might just not understand

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RobHay
REMLR Inc. Member # 298
1964 Series IIA 109 Military Fire Tender ARN 108-639
Sankey Trailer.
1968 Series IIA 109 GS. ARN 174-217
In this job you have to be able to either run very fast or fight very well.......I am too fat to run!

The beauty of being young and having an unconstrained view (dream). I am no longer young relative to a uni student (had a meeting with a group of them on Fri, they looked like they were high school kids that did not need to use a razor yet) and have thought about the EFI route myself. I will be very interested to see how that all goes.

Using the dizzy to get your timing may not deliver all the benefits of EFI if there is wear in the shaft. I recall changing an old ('61) side entry dizzy on a mini for a new top entry, no more hunting just smooth delivery of what ever power was there in the first place.

As for the supercharger! That one I can do without but don't let our old fogey conservatism get in the way. Go for it, a great little project.

Yeah I know that the dizzy route to trigger my efi is not the greatest. I've been looking into welding a 32-tooth gear to the back of my crank-pulley and using a crank-angle sensor, but have not worked out exactly how I can mount it. It would be alot more favourable as there'd be no play in timing gears, etc. I'll keep looking into it, as it will take a little while to find a spare inlet manifold and have it machined for injectors (which is my next step in the project)
LOL, yeah the supercharger will be interesting!

Thanks all for your comments/support on my project!
I'll keep this updated with my progress. I'll also post my dyno-sheets, as I want to get a "before" sheet when I go and have my first chat with the EFI specialist!

The main use for my car is cruising (freeway, as my folks live 400km north) and some VERY light 4wd'ing (I paraglide, and some launch-sites have very... erm.... INTERESTING access roads!)
One of my goals for this car is to have it sit happily on 110 on the freeway. CRAZY ~ i know! but at the moment it sits on 100km/h with a fair amount of throttle (my advance curve is rather rooted, and the Stromberg VERY restrictive), but the revs aren't too bad (Fairey overdrive + 31" tyres). Once she's tuned, she revs, AND has torque up where I need it --> 33" tyres will keep my revs exactly where they are now at 100, but I'll be travelling at 106.5km/h. With my happily breathing 2.25, its not a big ask for the extra 3.5km/h

Justsome more background info, Bruce already has extractors and upgraded brakes. Also I will be converting to discs and parabolics once this project is done

The suggestion of headwork has been put forward, but I am very keen to keep the engine itself standard, apart from converting to unleaded. If something happens to my engine, replacing it with another stock engine is cheap, while having head-work redone is expensive. It is the later 8:1, 5 bearing engine, but higher compression is not a desire anyway as I will be running about 5psi of boost (I'd almost rather 7:1 and run higher boost!). Also porting and polishing the heads would give smaller gains for the $$ than supercharging, as I couldn't maching the heads myself and am going to running EFI anyway. Supercharging will be not far off a bolt-on and pluming job.

Another beauty of supercharging is that by using the right pulley and boost-control, I can keep my boost relatively constant over my whole rev-range (ESPECIALLY down low )

Anywho, I'll keep the progress coming. I'll find some more pics of bruce, too.

Also..... Anyone in Sydney have a free 2.25 Petrol inlet-manifold?

Also, two more photos of Bruce

Attached Images

	Bruce1.jpg (45.5 KB, 138 views)
	Bruce2.jpg (43.5 KB, 70 views)

hey lachie! its eddie, i got your facebook link,

if you need a hand with bruce, let me know, im dying here not having a project car to play with

Have you looked at flipping a 2.25 diesel manifold? Should be possible to drill and tap the injectors. I think it would be a much neater installation and flow better.

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:Strange Rovers Down Under 4BD1T 120" 110 /3 Rangies:/ 3 series 1's/ 2 series 2's/2 series 3 88's/2
series 3 109's and a heap of rice burners

I'm all for this, sounds like a great project.
But seriously, how well do you think your gearbox will handle the stress?