Outer Limits 4x4 Board

For my Gq Wagon
Dreaming = Duramax
Still dreaming = LS series V8, 4L80E auto and Atlas 4spd transfer

Back in the real world = Ls1, 4L65E auto and nissan transfer
If one comes along cheap TB48 standard auto and transfer.
On a budget= Tb 42 with a basic turbo setup

anyone want to swap a Rb 30 for their Duramax ???

mkpatrol wrote:

want33s wrote:I've been thinking about repowering our thirsty FJ62 lately..
I think for it I'd be happy with a 351C on gas so I'd tick the small block box but a turbo diesel V8 out of a new cruiser would be good too...

Go 460, physically not much bigger than a Clevo.

I have driven a few differnt F trucks over the years with hottie Clevo's & Windsors in them, the owners always used to brag about how well they went but I was still yawning. I drove one with a 460 in iton day, I went from this to on the first pedal push.

A 460 would be nice*... Humungous torque and not really much worse on fuel than a fat Clevo.... BUT ....AFAIK Nobody does a kit to fit it into a 60 series so would all have to be custom = $$$$... Fitting a big enough radiator might be a problem too.










*460 would be better than 'nice' would be farkin awesome

Whats an LS series big block? LS series small blocks go out to 427ci and greater in capacity. I don't know of an actual big block LS series motor??

Having just bought a 60 with a 6.5 chev V8 in it, you can guess which way I went.

My old 80 had a 1hz with DTS turb intercooler set up running 16 PSI, and it just doest compare to the v8

if the TD42 in my GQ ever craps it pants,

i'd probably go with efi 351 Windsor from an 'F' truck.
it would be built with low down torque in mind and run the factory ECU

stuee wrote:Whats an LS series big block? LS series small blocks go out to 427ci and greater in capacity. I don't know of an actual big block LS series motor??

Prob means the LSX376 and LSX454 but they're still small block.

I was under the impression anything under 400ci is considered a small block.

Dave.

dave_str wrote:I was under the impression anything under 400ci is considered a small block.

Dave.

The big blocks are bigger than the small blocks by length and height etc. The key difference is the distance between bore centres, with the big block having a greater bore centre interval - better for cooling, bigger bores etc, but the motors built from the small block pattern have grown in capacity.

Patrol ute
Low to Mid Range power band
Massive torque = big cubes 6L +
LSX range for availability of spare parts and after market

if i could i'd go 460 cause i'm a ford big block fan

heathgu wrote:Duramax with the 6 speed allison auto, Thats my choice. Power, economy and what ever i feel like tuning it to do that day.

The latest Duramax produces 895Nm at 1800RPM. I'll take one of those pls.

Slunnie wrote:

dave_str wrote:I was under the impression anything under 400ci is considered a small block.

Dave.

The big blocks are bigger than the small blocks by length and height etc. The key difference is the distance between bore centres, with the big block having a greater bore centre interval - better for cooling, bigger bores etc, but the motors built from the small block pattern have grown in capacity.

Engine capacity doesnt really have much to do with being a "big block" or "small block"

From what I understand the main difference is deck height from the crank centre line. For instance you can get a 383 chrysler big block! I think there are even small ones available aswell.

if i was rich haha...

572 chevy big block set up with an auto on straight gas!!
then again if i was that rich i think id just leave it staight fuel..

it nice 2 have a dream

Better make that a blown 572

pfft - Sonny's in the US have taken big block architecture as far as 890Ci or something and over 1400hp, aspirated, on 91 octane pump gas. That's running EFI too - apparently very streetable - they are basically top fuel motors in "street" trim. They were in a recent issue of Hot Rod. Interesting article.

Steve.

hulsty wrote:

Slunnie wrote:

dave_str wrote:I was under the impression anything under 400ci is considered a small block.

Dave.

The big blocks are bigger than the small blocks by length and height etc. The key difference is the distance between bore centres, with the big block having a greater bore centre interval - better for cooling, bigger bores etc, but the motors built from the small block pattern have grown in capacity.

Engine capacity doesnt really have much to do with being a "big block" or "small block"

From what I understand the main difference is deck height from the crank centre line. For instance you can get a 383 chrysler big block! I think there are even small ones available aswell.

Cheers, good info.

Dave.

Gwagensteve wrote:pfft - Sonny's in the US have taken big block architecture as far as 890Ci or something and over 1400hp, aspirated, on 91 octane pump gas. That's running EFI too - apparently very streetable - they are basically top fuel motors in "street" trim. They were in a recent issue of Hot Rod. Interesting article.

Steve.

Interesting the different philosophies that come out of america, asia and europe.
I can hear a collective "WTF?" coming from the rest of the world regarding 890ci in a road car.

KiwiBacon wrote:

Gwagensteve wrote:pfft - Sonny's in the US have taken big block architecture as far as 890Ci or something and over 1400hp, aspirated, on 91 octane pump gas. That's running EFI too - apparently very streetable - they are basically top fuel motors in "street" trim. They were in a recent issue of Hot Rod. Interesting article.

Steve.

Interesting the different philosophies that come out of america, asia and europe.
I can hear a collective "WTF?" coming from the rest of the world regarding 890ci in a road car.

Yeah but deep down, everyone wants a 14.6L car.

v840 wrote:

KiwiBacon wrote:

Gwagensteve wrote:pfft - Sonny's in the US have taken big block architecture as far as 890Ci or something and over 1400hp, aspirated, on 91 octane pump gas. That's running EFI too - apparently very streetable - they are basically top fuel motors in "street" trim. They were in a recent issue of Hot Rod. Interesting article.

Steve.

Interesting the different philosophies that come out of america, asia and europe.
I can hear a collective "WTF?" coming from the rest of the world regarding 890ci in a road car.

Yeah but deep down, everyone wants a 14.6L car.

x14,600cc

Deep down there not designed to market at the everyday streeter anyway, it would be nice though, would rumble away nicely haha.

I'd hate to see the pricetag tho, the 600odd ci are expensive enough in crate form ready to go.

Struth wrote:

berad wrote:
Winning bathurst is no claim to fame though haha, its only fords old technology vs holdens, all other competition was banned .

Actually it demonstrates a very reliable large CC engine that can handle having it's neck wrung flat out for 1000km straight and doesn't need a turbo spooling up at hi revs to acheive it, after all it's not much use spooling your 2.6 up to 7000rpm to get somewhere in the bush

But the question remains, why would anyone consider transplanting a Holden 5.0 a waste of effort?


Cheers

haha the 2.6 achieves big torque low down also, a turbo that is not producing big boost as it spools still adds big torque to the motor, 2-3psi on my ecu guage graph was enough to begin sucking your eyes into the back of your head .

Horses for courses , i could debate it all day, they could use half the size of the motor to achieve the same with f.i. in a circuit spool is not a problem, nor in the bush with a turbo matched to a motor, my old 3rz made 3psi at 1900rpm and that was a significent increase in torque, without outright power spinning the wheels, and coming onto 12psi at 3000rpm, and 300rwhp at redline.

berad wrote:

Struth wrote:

berad wrote:
Winning bathurst is no claim to fame though haha, its only fords old technology vs holdens, all other competition was banned .

Actually it demonstrates a very reliable large CC engine that can handle having it's neck wrung flat out for 1000km straight and doesn't need a turbo spooling up at hi revs to acheive it, after all it's not much use spooling your 2.6 up to 7000rpm to get somewhere in the bush

But the question remains, why would anyone consider transplanting a Holden 5.0 a waste of effort?


Cheers

haha the 2.6 achieves big torque low down also, a turbo that is not producing big boost as it spools still adds big torque to the motor, 2-3psi on my ecu guage graph was enough to begin sucking your eyes into the back of your head .

Yep fair enough, my 5.0 is applying full tractive force at 1800rpm all the way through to 4200 rpm in an almost flat line and that's a stocker, put a blower on top of that with minimal boost and look out, all for about $2500 to $3000 to buy and fit a valley blower.

hahaha and it goes on

Whats the fuel bill for it?, whats the extra weight doing for the suspension /chassis, whats 2 times the moving parts doing for a rebuild/upgrade, hows the rego compared to a 4?

haha yes i know then look out, v8 + fi, is the winner, although not by as much as one would imagine.



haha good fun

berad wrote:hahaha and it goes on

Whats the fuel bill for it?, whats the extra weight doing for the suspension /chassis, whats 2 times the moving parts doing for a rebuild/upgrade, hows the rego compared to a 4?

haha yes i know then look out, v8 + fi, is the winner, although not by as much as one would imagine.



haha good fun

"There's just no substitute for cubic inches"

And yes mine is EFI

Struth wrote: "There's just no substitute for cubic inches"

And yes mine is EFI

Meh, I'd rather have a couple of turbos.

KiwiBacon wrote:

Struth wrote: "There's just no substitute for cubic inches"

And yes mine is EFI

Meh, I'd rather have a couple of turbos.

personaly i dont mind being blown...

KiwiBacon wrote:

Struth wrote: "There's just no substitute for cubic inches"

And yes mine is EFI

Meh, I'd rather have a couple of turbos.

id rather have a couple of turbos and 7 litres

Slightly back on topic. Id love a good compact turbo diesel v8 or even a decent turbo diesel v6 (I6 wont find in my engine bay...) but there doesn't seem any suitable ones readily available.

Even a modern semi high capacity 4cyl turbo diesel would be good (ie modern take of the 4bd1t as 4bd2 don't seem to get such a good rap).

Anyone got suggestions?

Otherwise I'm still dreaming of a 383 ls series motor (built by me for fun) and beefed up 4l65e.

stuee wrote: Even a modern semi high capacity 4cyl turbo diesel would be good (ie modern take of the 4bd1t as 4bd2 don't seem to get such a good rap).

Anyone got suggestions?

Otherwise I'm still dreaming of a 383 ls series motor (built by me for fun) and beefed up 4l65e.

Just get a 4BD1T and rebuild it with the closest piston/liner clearances you can.
Bingo, an engine that'll out live you and whatever it's bolted into. It's very easy to tweak these up, but if you want more than 500Nm at 1500rpm then you need to find a heavier flywheel.

I was of the understanding these stopped being used in Aus early 90's so may be difficult to get into a late 90's car (engineered)

stuee wrote:I was of the understanding these stopped being used in Aus early 90's so may be difficult to get into a late 90's car (engineered)

Maybe, I don't live in Aussie so it's never worried me.

Struth wrote: "There's just no substitute for cubic inches"

and if you want more inches, Stroke it











and isnt there lots of stroking going on in this thread