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Hi
I've seen alot about vh45's in gq models and was wondering if anyone has heard of it being done in a gu and if its legal etc.I'd love to repower my old 2.8 as its got 350 000k's on her now but i still love the car and i think that repowering would be cheaper than updating any idea would be helpful
Many Thanks Shane
I look into doing a VH 45 into my GU alot of mucking around, making up mounts and moving motor forward away from the firewall then re-doing your drive shafts and the list go's on and on. No one makes a adaptor kit for the VH45, that i know of.
Holden or chev kits are on the market, and parts for holden or chev would be alot cheaper then the VH 45. blow a holden motor up find another motor on ebay to easy try that with VH45 I ended up do a 304 VN and auto conversion less then half the price of a VH45 (nice motor VH45)
That motor makes reasonable power but is not very torquey at low rpm, I have played some with a motec powered unit and although better than a 2.8 or TB45 for that matter a race engine it is not, they do respond well to forced induction, but they are a big engine and it would be fairly tight in the engine bay with a turbo or two. They have a solid bottom end and have a high factory red line, about 7200 rpm from memory.
hi
thanks for the info so far
does anyone know or had anything to do with the vh41 the smaller of the v8s and if its as much hassle as its bigger brother i believe that it is a smaller block etc and what about the emisson rules in qld?
beatsworkin wrote:hi
thanks for the info so far
does anyone know or had anything to do with the vh41 the smaller of the v8s and if its as much hassle as its bigger brother i believe that it is a smaller block etc and what about the emisson rules in qld?
it would be no different in hassles to the VH45...
No engine swap is a walk in the park straight easy happens kinda shit.
Emission rules etc, speak to an engineer who will pass it in Qld before you start.
search for a thread by Bubs, one of the Yota V8s gets good wraps as a swap and he has done a few of them into GQ's and being same engine bay just different mount locations, shouldnt be that much different.
If you are happy to go for a petrol engine I honestly don't see how you could go past a late model ford six for total bang for bucks. Either that or a TB48 but I don't know what they sell for.
Inline engines make more torque than vee engines, all else being equal. This is because a vee engine can't get as much stroke as an inline engine, the bores would run into each other.
Of course a 4 litre six is smaller than a 5 litre v8 or whatever, but if you are looking at a little 4 litre v8 then I don't see the point.
BA falcon:
Engine size(cc): 3984
Compression ratio: 9.7:1
Max Power: 182kw @ 5000rpm
Max Torque: 380Nm @ 3250rpm
Bore x Stroke: 92.26mm x 99.31mm
That's substantially better than you could hope for from a VN V8.
beatsworkin wrote:da dude
what the fuel econ like with the holden 304 vn
Sorry man cant tell ya as the wagon still off the rd. I was taking to this dude with a 304 out of a vt and duel fuel good econ 4got what the fuel figuires were.
If you are concerned with engineering emissions it is usually a safe bet to use a current engine (or later than the vehicle) from a locally sold (emission compliant) vehicle. The VH45 would have to be proven to comply if no equivalent standard in another county is available or accepted, that can mean a lot of dollars in testing in an approved dyno cell, but there are variations from state to state.
Ls76 $6500 510 Nm 260 kw, Bit of work in putting it all together (ecu wiring ect) Put a cam in and get another 20% easily as they are a very soft Euro 4 spec motor.
The only difference between the VH41 and VH45 is the width at the front of the cam covers. The block and everything else is the same. The cam sprokets on the VH41 are smaller than the VH45's.
One version of the VH41 has the alternator in the valley rather than the side of the block and this would be a huge help!
I don't understand why anybody would space the motor foward to clear the firewall. So you take a vehicle that is already nose heavy and make it worse! That can only make it handle worse. I shifted the nody back 75mm and cut the front of the chassis of. Transfer case is in factory position with factory mounts.
The biggest problem with a GQ is the position of the pedals and steering colum as that stops you being able to modify firewall to clear the heads on a V8. I'm not that familiar with a GU but that wold be something to look at as I would think the steering etc would be in a better place with the body being wider. Just a thought.
After doing the VH45 conversion the front of my truck raised about 20mm compared to the TD42 but then 200kg compared to over 350kgs is a big difference!
If doing it again and I had the money I would have used an XR6 Turbo motor. Power, torque ease of fittment etc would make it a pretty good option.
93 Nissan Pathfinder / Terrano Turboed VH45, GQ Trans and T-case, coil overs, hydraulic winch and fair bit of other stuff. (Currently a pile of parts in the workshop)
on her now but i still love the car and i think that repowering would be cheaper than updating any idea would be helpful
and what about the emisson rules in qld?