18rg for capri.

[WDE_BDY]

DELETED

[Spencer]

110 horse power... man, thats shit............

My 3kb makes 89 and thats only a 1200.......

haha the 1s-u has 100hp, 18rg for me would only be an option if i had a older toyota with a lesser R series engine in place. Other wise for the fucking around and the gains go 1jz six throttles as above

[WDE_BDY]

DELETED

[mikuni]

Stock they can be either 110 or 130, dependant on engine.

I think you may be refering to Toyota 2T-G or 2T-GEU variants?

[Seedy Al]

any have any torque specs between the 18rg and a 22r? Becasue these are my options for the van, and the van is going to be towing stuff, so a comparison would be mint

Allan

[Spencer]

depends on the compression ratio as theres a few versions of both from different years with emission gear etc. doesnt seem to be much in it torque wise.

http://www.geocities.com/MotorCity/Pit/9975/dataBySubject/GasolineEngines.html#R-series

[mikuni]

I thought you were going to be doing something diesel Al?

[nismo.capri]

My vote: Cossie tiwn cam head on a 205 bottom end with sidies

The cossie head fixes all the SOHC head issues of crap flow and nasty valve train design.

The SOHC with the crap factory cam makes 100HP and 110 ft-lbs of torque. The factory cam is all over by 5500 rpms which is also about when the points start bouncing.

The SOHC is a 30 year old design and needs a bit of loving to make decent modern power.

[treggo]

Anyone know of a decent engine builder (read cheap) in auckland?

[Gaz]

Building yourself isnt as hard as it seems. Buy a book and anyone can do it.

As for the cossie head idea, I like, might not be realisitic due to the shit amount of cossies here

130hp in a pinto is pretty easy to get. Could do for under $600 easy I reakon. If your only building a 130-150hp pinto I wouldnt even bother looking for a 205 block unless you have no 2l block to start with.

[treggo]

hey could you list the shit to do to it for about 130 horses?

[Seedy Al]

I thought you were going to be doing something diesel Al?

I am eventually 1ktze desiel turbo, but with time and money being big factors at the very moment I just want it running for the nats. SO it will be desiel by the end of the year though.

1kzte's are a cheap motor, with ecu and all that crap

Allan

[Seedy Al]

and from looking at that, the 22r would have about 30 more Torque figures than a 18r. so will be mint for towing.

yay

1kzte has 130hp at 3600 revs

and a torque figure of 213 ft-lb at 2000 rpm, going to be mean!!!!

Allan

[RT]

waste of time.. if you're on a budger forget conversions end of story.

Even if you did have the cash I wouldn't bother doing an engine conversion for something that isn't exactly a huge upgrade in power.

Carb, Cam and a good port job on the pinto will make 130hp. Pm Nismo and he could probably do you a ported head.

If you don't like the pints then I wouldn't even bother spending any money at all lol. Just save up for what you do want.

[nismo.capri]

hey could you list the shit to do to it for about 130 horses?

Intake porting, big inlet valves, cam, electronic ignition and side suckers on a rebuilt 205 block with a dyno tune.

[sholdowa]

hey could you list the shit to do to it for about 130 horses?

Intake porting, big inlet valves, cam, electronic ignition and side suckers on a rebuilt 205 block with a dyno tune.

THat should get you 130 at the wheels - if you're after 130 at the flywheel, then you should be able to do that with electronic ignition, a v6 carb, standard valves, a freeflow exhaust manifold and a lot of tedious grinding. I'd've thought the old 2.0 block should be fine for this too, saving a bit more beer money...

[Jay GTi]

My vote: Cossie tiwn cam head on a 205 bottom end with sidies

The cossie head fixes all the SOHC head issues of crap flow and nasty valve train design.

The SOHC with the crap factory cam makes 100HP and 110 ft-lbs of torque. The factory cam is all over by 5500 rpms which is also about when the points start bouncing.

The SOHC is a 30 year old design and needs a bit of loving to make decent modern power.

YB Cossie head needs a fuck load of work before it's any use without a turbo. Tiny ports, cams are all wrong, needs lots and lots of flow-bench work. Can be done, but is not a cheap option, hence why the Vauxhall/Opel XE is far more popular for rally Escorts in the UK.

[nismo.capri]

hey could you list the shit to do to it for about 130 horses?

Intake porting, big inlet valves, cam, electronic ignition and side suckers on a rebuilt 205 block with a dyno tune.

THat should get you 130 at the wheels -

I've never had an engine dyno'ed by it's self and with all the figures slung around for drive train losses I just work with RWHP

if you're after 130 at the flywheel, then you should be able to do that with electronic ignition, a v6 carb, standard valves, a freeflow exhaust manifold and a lot of tedious grinding. I'd've thought the old 2.0 block should be fine for this too, saving a bit more beer money...

Not with out a cam swap, the factory is poo after 5500 rpms.

The reason to use the 205 block is because the rods are better, they will handle junts up to 7000 rpm

[nismo.capri]

YB Cossie head needs a fuck load of work before it's any use without a turbo. Tiny ports,

Yep if you are going for a hard out NA HP. If you are looking for a broad power band you want to keep the air speed in the port up. It's a trade off between high rpm HP and mid range torque.

The standard sierra inlet valve is 35mm, they have 2 (Burton part# SC1217). The std pinto valve is (Burton part# 42mm FT1026). The ports may be on the small side but they are good for a strong road engine and being alloy it wouldn't take long to open them up

cams are all wrong,

They aren't all wrong the just have little overlap being turbo cams, much like the std pinto cam. but yes changing the cams will give a good upgrade.

needs lots and lots of flow-bench work.

If you are trying to win races yes but that's true for most engines.

Can be done, but is not a cheap option, hence why the Vauxhall/Opel XE is far more popular for rally Escorts in the UK.

I never said it was the cheap option I just said it was my vote insted of an 18rg conversion

[nismo.capri]

From: http://www.pistonheads.com/gassing/topi ... 0&t=223445

I did this conversion 4 years ago on my Westfield. I've got a web page about it, currently off line, which I'll dig out for you.

The lifters will need to be converted to solids if you're going to use a mechanical cam profile - I'm not sure what the choice is nowadays. I used Kent CW12's, which are BD3s, and have a mechanical profile. I converted my hydraulic followers to solid using shims and a lot of elbow grease grinding them down to achieve the correct gap. Shims supplied by Dave Andrews for something like £1.50 each.

I used a 2.1 pinto bottom end in a 205 block, standard pistons (flush with the top of the block deck) and got a CR of 10:1. a 2.0 bottom end will give you a pretty gutless CR, so you need to do something:

Expensive replacement raised top pistons

Skim half a mill off the block so that the pistons become slightly raised top. Not sure about the block strength implications of this.

I ported the head, without changing the valve sizes (they're plenty big enough) and found that on Jenvy 40's and the standard westfield exhaust manifold it made 160 lb/ft of torque and 195bhp. I never took the engine over 7000 rpm, but when on the Emerald rollers, Dave said the power was still climbing steadily through 7000, so it really wanted to be able to go up to 7750 odd. oh, I changed the con rod bolts to ARP too.

Are you aware of the cam belt problems you're going to run into and how to overcome them?

Gary