Turbo 202 into series 3. Possible?

Quote:

---

Originally Posted by Lotz-A-Landies

You may beat everything off the mark, but once you've got to 80KPH you're over the top of the torque curve and at 100KPH you're revving the ring out of it.

So unless you do something about the rest of the drivetrain ratios all you're doing is getting to the next set of traffic lights quicker than everyone else and spending mega-bucks on fuel doing it. IMHO

---

Yes, change from the Series diff ratios to the later 3.54:1. As well, do the right mods to the Holden to fit it for a much different application to what its makers intended. Ports, valves, cam, Starfire/ blue engine rods, forged pistons, compression ratio to suit standard unleaded, blue 12 port crankshaft modified to fit, cross drilled and oil holes relieved, larger baffled sump, windage tray, high volume oil pump, oil radiator, remove the posts from the inlet ports and machine to use low head socket cap screws in their place. I think pressurizing the engine is way overkill for the application. Two x 1 3/4" SU's or a Quadrajet using only one each primary and secondary throat are both very good intake setups for a LR/Holden conversion. Use the split cast iron headers from X2-186S with individual 2 1/2" three cylinder systems right out the back.

i like your style navagation2000!
its what hot rodding is about, something pops up, the idea gets planted and the rest is a matter of welding, grinding and painting;)

is it a stratta turbo kit or a custom jobbie? i ask because it might be easier to locate the turbo somewhere else in the engine bay?

cheers phil

ps. my family would disown me too if i went to furd......

Quote:

---

Originally Posted by Brian Hjelm

Yes, change from the Series diff ratios to the later 3.54:1. As well, do the right mods to the Holden to fit it for a much different application to what its makers intended. Ports, valves, cam, Starfire/ blue engine rods, forged pistons, compression ratio to suit standard unleaded, blue 12 port crankshaft modified to fit, cross drilled and oil holes relieved, larger baffled sump, windage tray, high volume oil pump, oil radiator, remove the posts from the inlet ports and machine to use low head socket cap screws in their place. I think pressurizing the engine is way overkill for the application. Two x 1 3/4" SU's or a Quadrajet using only one each primary and secondary throat are both very good intake setups for a LR/Holden conversion. Use the split cast iron headers from X2-186S with individual 2 1/2" three cylinder systems right out the back.

---

Yep, I hear ya, and I can already see the dollars needed to get it all done creeping up there to probably near what I can obtain this turbo engine for, so that's why I'm looking at it.

I intend to continue along with the breathing mods on the current engine regardless, and will be keeping it as a spare most likely.

Just had an email from a mate in QLD who says the turbo will fit, I'll ask him for more details, as he thinks cutting into the firewall slightly might be required.

Quote:

---

Originally Posted by discowhite

i like your style navagation2000!
its what hot rodding is about, something pops up, the idea gets planted and the rest is a matter of welding, grinding and painting;)

is it a stratta turbo kit or a custom jobbie? i ask because it might be easier to locate the turbo somewhere else in the engine bay?

cheers phil

ps. my family would disown me too if i went to furd......

---

Apparently it's a Strata.

This is a snip of one of the emails.

snip>engine is bullet proof
it has yella terra roller rockers, crow heavy duty vlave springs, 20 though over size pistons. acl pistons which lower compresion as well as a 60 though shim (decompression plate), high volume oil pump, custom crow cam, race series gasket kit through out entire engine, arp rod bolts. garret strada kit turbo kit (to4b 35 race is on the turbo tag) 3inch dump pipe with external gate and screamer pipe. 600 holly wif vacume secondaries, holly fuel pressure regulator, efi fuel pump. Have receits for everything. Set up has only done 2000k's.

Have wanted to try it down the strip but have never had a chance. Not sure on hp either but a guy from gladstone who has a 9 sec torana with a 202 turbo in it says it could make around 350 to 400hp on 20 psi. Thats the most boost he said i should push with a shim but i have not got that far yet as i have no boost contoller.<unsnip.

I can probably add an adjustable boost controller and wind it right back, starting off nice and low, then take it from there.

As it is right now, she doesn't feel the hills that much, and I've only just begun with the better breathing mods, so I expect it to improve even further should I continue along the path I'm already on.

It'd be nice to come across a big banger 4x4 on a hill and just lay the ears back and rocket away.

Just to see the look on their faces is what makes it all the more appealing.

Land Rovers can rule, with a bit of encouragement.

Quote:

---

Originally Posted by navigation2000

Apparently it's a Strata.

This is a snip of one of the emails.

snip>engine is bullet proof
it has yella terra roller rockers, crow heavy duty vlave springs, 20 though over size pistons. acl pistons which lower compresion as well as a 60 though shim (decompression plate), high volume oil pump, custom crow cam, race series gasket kit through out entire engine, arp rod bolts. garret strada kit turbo kit (to4b 35 race is on the turbo tag) 3inch dump pipe with external gate and screamer pipe. 600 holly wif vacume secondaries, holly fuel pressure regulator, efi fuel pump. Have receits for everything. Set up has only done 2000k's.

Have wanted to try it down the strip but have never had a chance. Not sure on hp either but a guy from gladstone who has a 9 sec torana with a 202 turbo in it says it could make around 350 to 400hp on 20 psi. Thats the most boost he said i should push with a shim but i have not got that far yet as i have no boost contoller.<unsnip.

I can probably add an adjustable boost controller and wind it right back, starting off nice and low, then take it from there.

As it is right now, she doesn't feel the hills that much, and I've only just begun with the better breathing mods, so I expect it to improve even further should I continue along the path I'm already on.

It'd be nice to come across a big banger 4x4 on a hill and just lay the ears back and rocket away.

Just to see the look on their faces is what makes it all the more appealing.

Land Rovers can rule, with a bit of encouragement.

---

the bloke in gladstone would be simon pim?? black and hot pink LJ?? if so he crashes well at bernaraby:D:D

the stratta kit was/is a good kit for its day, for your purpose its fine. im going to make all my pipe work cos i dont want to have the exhaust turbine that close to the intake manifold. im also planning on running a VK efi manifold and injection.
if you were going to constantly/ or even rarley, i would have thought that it would be benificial to have the block/head O ringed and ide have a full stud kit installed and possibly a girdle for the main caps.

my plans will look like this.
Browser Warning

cheers phil

ps. i know what its like to blow cars off the road up hills in a landy...its flamin great:twisted:

Quote:

---

Originally Posted by discowhite

ps. i know what its like to blow cars off the road up hills in a landy...its flamin great:twisted:

---

I don't know if his mate is the one you refer to.

You aren't a member of oldholdendotcom by any chance?

Sweet looking wagon in that link.

You, having a bit more grunt on the hills is my idea of fun, apart from that I just like to poke along.

oldholden.com and others:D

cheers phil

Quote:

---

Originally Posted by navigation2000

Quote:

---

Originally Posted by Lotz-A-Landies

You may beat everything off the mark, but once you've got to 80KPH you're over the top of the torque curve and at 100KPH you're revving the ring out of it.

So unless you do something about the rest of the drivetrain ratios all you're doing is getting to the next set of traffic lights quicker than everyone else and spending mega-bucks on fuel doing it. IMHO

---

It currently sits at about 2250 rpm @ 100 kph. ...<snip>

---

Just need to clarify what drive-train you're running in that SIII.

The reasons:

• The maximum rolling circumference a 7.50 X 16 tyre is 2.47M (according to Tyre Size Calculator @ ExplorOz)
• 100KPH = (1000M X 100Km)/60 min = 1666.67 M/min
• wheel RPM for above = 1666.67/rolling circumference 2.47 = 674.763
• prop shaft RPM = 674.763 X diff ratio 4.7 = 3171.39
• mainshaft RPM = 3171.39 X transfer ratio 1.148 = 3640.76 RPM (equivalent of revving the ring off a Holden 6cyl engine)
• Overdrive possibility = 3640.76 X 0.77 = 2803.38 RPM

These are fixed mechanical ratios, there is no way you can get 2250 RPM @ 100KPH on a standard Series transfer even with an overdrive unless you are running larger radius tyres than 7.50 equivalent, have a high speed transfer box or modified diff ratios. (i.e. 3.54:1 diff ratios X Fairey overdrive = 2111.48 RPM @ 100 KPH)

See my signature.

Diana

Formula for road speed is:-

(engine rpm x 60) / (tyre revs. per kilometre x overall gear ratio)


For what it is worth, my County 4BD1 with 3.54 diffs and LT85 transmission is going at, round figures, 100kph @ 2000 rpm in fifth overdive.

Quote:

---

Originally Posted by Brian Hjelm

Formula for road speed is:-

(engine rpm x 60) / (tyre revs. per kilometre x overall gear ratio)


For what it is worth, my County 4BD1 with 3.54 diffs and LT85 transmission is going at, round figures, 100kph @ 2000 rpm in fifth overdive.

---

Thanks Brian

However I was working backwards from road speed including all the calculations of each component to prove that the 2250 RPM @ 100 KPH was not possible with a standard series three transmission.

In relation to your County 4BD1 with LT85/LT230 and 3.54:1 ratios, I have no doubt that your calculations are correct. I don't know what the LT230 ratio was for the 4BD1 was but knowing what JRA used for the LT95 4BD1 would be correct at 2000 RPM. (I got pretty close with a standard series T/F O/D and 3.54:1 diffs.)

Diana