@oldjohnno
I guess if gmh brought the trophy 4 engine over here in its time, they woulda have to call it the 'tassie' engine 
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#26
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Posted 17 July 2013 - 01:14 PM
#27
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Posted 17 July 2013 - 01:21 PM
Shouldn't it be the V8 that's called the Tassie? It's the one with two heads...
#28
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Posted 17 July 2013 - 02:04 PM
most of the 'wegians ive met here in qld, have the scar from the removed head.Horses for courses. 
#29
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Posted 17 July 2013 - 03:59 PM
Mercruiser had a boat stern drive engine that was half a 460ci Ford V8
Used same heads and was about 4litres
Was known as a 470
Could get one from a boat wrecker
I put half a 308 in my Sunbird but it was still attached to the other half of the 308
#30
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Posted 17 July 2013 - 07:53 PM
I don't believe this, I just spent over an hour typing up a reply, got logged out, it wouldn't let me copy it, and now it's been swallowed into the ether.
You will have to wait now while I get the energy to do it again on Word, copy it and repost it.
Not happy at all.
#32
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Posted 17 July 2013 - 07:57 PM
Here is the first part which I did manage to copy before I got sidetracked by a call on Skype:
Okay I've been digging around and finally found the article in Zoom No. 46.
I was slightly incorrect, only by a litre, think my memory has mixed it up with a rebuild a mate did on a 3B diesel a few years ago, 3.5 litres and 4" bore if I remember rightly. I don't have a scanner so I'll just type out the engine info word by word. Someone may find it useful. This one is fitted to a 1958 Austin Healey BN1. Might be a good motor for a HB sleeper !
"The Chevy four-banger is well known in the States as the donk that powered the Chevy Nova in the 60s and 70s.Boats were also fitted with these motors and, not surprisingly, there was a fair amount of performance development put into thes little units. In fact, the Chevrolet four-cylinder became quite a weapon on the speedway in Australia and the USA, with 3 litre naturally aspirated units running on methanol producing more than 225kW".
"There are two basic capacities for these Chevy four-cylinder motors - 2.5 litre and 3 litre. The 2.5 litre engines are known as the 90kW units, with a bore and stroke of 98.43mm and 82.55mm. The 3 litre engines are rated at 105kW, with measurements of 101.8mm and 95.25 respectively".
"A little birdie told Keith that the secret is to run the shorter-stroke 90kW crank in the 3 litre block, effectively de-strking the larger engine down to 2.7 litres. While both Chevy four-cylinder engines have have a solid reputation for strength, this de-stroking exercise makes for a virtually bulletproof powerplant that'll rev its proverbial nuts off to 6500rpm all day".
#33
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Posted 17 July 2013 - 08:00 PM
Isn't there a 'Trolls Without Toranas' website you can hang out at Skap ?
#34
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Posted 17 July 2013 - 08:01 PM
Geez, bit harsh.... I thought we were mate's ?
#35
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Posted 17 July 2013 - 08:19 PM
I wouldn't piss on you if you were on fire.
#36
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Posted 17 July 2013 - 08:24 PM
Lol, I wouldn't expect you to squat...
#37
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Posted 17 July 2013 - 08:45 PM
Ease up you to
Two
Two
#38
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Posted 17 July 2013 - 09:41 PM
OK, your turn, your task is to find a pic of this gearbox not in a Hurricane.the gearbox was a racing box from hewland, which became the m21 iirc.
#39
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#40
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Posted 18 July 2013 - 11:26 AM
Continuing on…..
“Keith had this performed (de-stroking to 2.7 litres), while the bore has been increased by 30 thou’. Work on the short-stroke steel crank not only included lightening and balancing, but polishing and tear-dropping of the oil holes on the big ends. Tony (Tony Nuozzi - proprieter of Noztec) added a batch of re-sized Z20 Nissan rods, which are connected to V8 Windsor drop-forged pistons”.
“One of the great things about these Chevy motors is their acceptance of a wide range of readily available and affordable componentry. The steel Nissan rods might be outdated, but their H-beam construction is a bonus. Once re-sized, bead blasted and equipped with ARP rod bolts, they provide many happy hours of reliable thrashing”.
“For real exotica, you can’t go past that Duggan head. Essentially a ‘High Port’ design, it was designed and cast in Melbourne by Duggan Race Engines back in the 1970s. Duggan also had a connection with Joe Fontana of Fontana Race Engines fame and the cylinder head was made specifically for racing applications with the Chevy four-cylinder engines”.
There’s a lot here about the head which was worked by Kostecki Engine Centre. 40cc chambers instead of the usual 30cc, “re-shaped to late-model Corvette V8 specification and the spark plugs have been angled towards the exhaust valves”.
Comp. Ratio is 8.5:1, instead of the original 11.1 (guess that’s for the head ?). Manley valves, 2” exhaust and 2.25” intake. Triple valve springs, Ivan Tighe roller cam “offering 550 thou’ of lift and 212 degrees of maximum duration. Ivan Tighe 1.6 ratio roller rockers work in conjunction with Crane roller lifters and Crane chrome moly pushrods. Gear driven from the crank, the cam resides on the right-hand side of the motor”.
Naturally aspirated produced 136kW at the wheels. He then added a stock R33 Skyline GTS-t turbo on a custom stainless manifold pushing 15psi, a 3” mandrel bent stainless exhaust, S13 Silvia intercooler, K&N pod filter, custom plenum with a Speed Technology 45mm throttle body from “WA’s Speed Technology agent, SST Automotives, which helped determine the optimum plenum volume as well as the set-up of the EFI system”.
VL Turbo fuel pump, stainless lines, owner fabricated fuel rail with Toyota 7M-GTE injectors. Hawk computer, the “throttle body provides the TPS signal, but crank angle detection comes down to an Autronic crank angle kit combining with Keith’s own trigger plate. The airflow meter is a MY99 Subaru item, which offers good size and easy calibration with the Hawk computer”.
“The car has yet to be dynoed with the snail as there is a seriously limiting factor. Keith explained: ‘Any more than about 150kW at the rear end and those wire wheels would just disintegrate’.”
Owner made flywheel, Supra clutch (reverted from hydraulic to cable operation) and Celica close ratio gearbox.
Magazine is 10 – 15 years old. Car was owned at that time by one Keith Cooper. If I’ve missed something you need let me know. Even with the Duggan head all this sounds easier than chopping a 308 in half and you don’t get any closer to a Holden than a Chev plus it has an Australian history / pedigree in Speedway.
And the base figure of 105kW for the 3 litre motor would be a good place to start for a N/A four-cylinder engine, even without the Duggan head. That’s around the same as the 202 VK injected motor.
Plus the motors would be very easy to find in the US, one would assume.
Carry on….
#41
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Posted 18 July 2013 - 11:49 AM
Thank-you Ned Kelly
#42
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Posted 18 July 2013 - 09:42 PM
Or ,you can look at a Mercruiser 3litre marine engine ,these are a chevy 4cyl with i think a 4" bore ,they are r plentiful here ,found in many boats and Crown forklifts . They could easily be punched out to 3.3l and the head looks good as well .Much easier to make power than the Holden 4cyl.
Edited by STRAIGHTLINEMICK, 18 July 2013 - 09:45 PM.
#43
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Posted 18 July 2013 - 10:01 PM
Wikipedia:
Chevrolet 153 4-cylinder engineFrom Wikipedia, the free encyclopedia
Jump to: navigation, search Chevrolet 153 4-cylinder engine Manufacturer Chevrolet
Configuration Inline-four engine
Displacement 153.3 cu in (2,512 cc)
141.5 cu in (2,319 cc)
119.6 cu in (1,960 cc)
Cylinder bore 3.875 in (98.425000 mm)
3.5625 in (90.5 mm) (2.0, South Africa)
Piston stroke 3.25 in (82.55 mm)
3 in (76.2 mm) (South Africa)
Fuel type Gasoline
The 153-cubic-inch (2.5 L) 153 was an inline-four engine which was designed for use in the entry-level Chevy II/Nova. It is a four-cylinder version of the Chevrolet 230 inline-six. Usage of the 153 lasted until 1970 when the inline-six was made the base powerplant with the Chevy II/Nova. Currently, descendants of the 153 are used with industrial (forklifts or generators) or marine applications.
The 153 has a bore of 3.875 inches (98.4 mm) and a stroke of 3.25 inches (82.6 mm). The firing order is 1-3-4-2. A later variant of the 153, the 181, used a larger 4-inch (101.6 mm) bore and a longer 3.6-inch (91.4 mm) stroke. The 181 (branded by GM as the Vortec 3000 for marine or industrial usage) was never installed in passenger cars. The 153 engine is entirely different from the later Pontiac 151-cubic-inch (2.5 L) Iron Duke, but the two are often confused today. In South Africa, smaller displacement versions of this engine were also built. The larger one has a displacement of 2,319 cc (2.3 L; 141.5 cu in), and a stroke of 3 in (76.2 mm) with the same bore.[1] There was also a narrow-bore 1,960 cc (2.0 L; 119.6 cu in) engine which has a bore of 3+9⁄16 in (90.5 mm).[2] This is also the bore used for Chevrolet's closely related "194" six-cylinder engine.
Applications:
1962–1969 Chevy II
1967–1971 Postal Jeep
1968–1973 Chevrolet Opala (Brazil)
1964 Chevrolet Van
1976-1982 Chevrolet Chevair (2.0 and 2.3, South Africa)[1][2]
1978-1982 Chevrolet Rekord (2.3, South Africa)[1]
So the Mercruiser or forklift job is the go, as STRAIGHTLINEMICK has suggested, it seems.
#44
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Posted 19 July 2013 - 10:32 AM
Wikipedia:
Chevrolet 153 4-cylinder engineFrom Wikipedia, the free encyclopedia
Jump to: navigation, search Chevrolet 153 4-cylinder engine Manufacturer Chevrolet
Configuration Inline-four engine
Displacement 153.3 cu in (2,512 cc)
141.5 cu in (2,319 cc)
119.6 cu in (1,960 cc)
Cylinder bore 3.875 in (98.425000 mm)
3.5625 in (90.5 mm) (2.0, South Africa)
Piston stroke 3.25 in (82.55 mm)
3 in (76.2 mm) (South Africa)
Fuel type Gasoline
The 153-cubic-inch (2.5 L) 153 was an inline-four engine which was designed for use in the entry-level Chevy II/Nova. It is a four-cylinder version of the Chevrolet 230 inline-six. Usage of the 153 lasted until 1970 when the inline-six was made the base powerplant with the Chevy II/Nova. Currently, descendants of the 153 are used with industrial (forklifts or generators) or marine applications.
The 153 has a bore of 3.875 inches (98.4 mm) and a stroke of 3.25 inches (82.6 mm). The firing order is 1-3-4-2. A later variant of the 153, the 181, used a larger 4-inch (101.6 mm) bore and a longer 3.6-inch (91.4 mm) stroke. The 181 (branded by GM as the Vortec 3000 for marine or industrial usage) was never installed in passenger cars. The 153 engine is entirely different from the later Pontiac 151-cubic-inch (2.5 L) Iron Duke, but the two are often confused today. In South Africa, smaller displacement versions of this engine were also built. The larger one has a displacement of 2,319 cc (2.3 L; 141.5 cu in), and a stroke of 3 in (76.2 mm) with the same bore.[1] There was also a narrow-bore 1,960 cc (2.0 L; 119.6 cu in) engine which has a bore of 3+9⁄16 in (90.5 mm).[2] This is also the bore used for Chevrolet's closely related "194" six-cylinder engine.
Applications:
1962–1969 Chevy II
1967–1971 Postal Jeep
1968–1973 Chevrolet Opala (Brazil)
1964 Chevrolet Van
1976-1982 Chevrolet Chevair (2.0 and 2.3, South Africa)[1][2]
1978-1982 Chevrolet Rekord (2.3, South Africa)[1]
So the Mercruiser or forklift job is the go, as STRAIGHTLINEMICK has suggested, it seems.
Yep i worked for Crown as a forklift tech for a while (shit job),these are OHV engines configured like a holden 6 have a propper sump ,and manifolds .They might even have chev bolt pattern at the rear so transmissions should be easy as well.Would be cool in a HB Torana or FED.
#45
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Posted 19 July 2013 - 11:29 AM
The one in the Austin Healey is fitted with a "Chevy V8 bellhousing and custom adaptor" so that would appear to be the case.
Sorry, I did put that important and desirable point in the first time I tried to post this article but neglected to this time around. Another very good reason to use the Chev motor.
I am guessing you could legally use it any pre-pollution vehicle ?
Sorry, I did put that important and desirable point in the first time I tried to post this article but neglected to this time around. Another very good reason to use the Chev motor.
I am guessing you could legally use it any pre-pollution vehicle ?
#46
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Posted 09 August 2013 - 05:05 PM
Thx gtr u9x, that woulda been abit of typing!
#47
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Posted 09 August 2013 - 07:44 PM
the gearbox was a racing box from hewland, which became the m21 iirc.
twas a strange beast, bolted to the front of the transaxle.
anyway have some holden- pron.
Who makes these blocks? They look insane
#48
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Posted 09 August 2013 - 09:55 PM
COME Racing ?
$8000 each a few years ago.
#50
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Posted 10 August 2013 - 12:27 AM
Theyre setup for dry sumping, full alloy, fixed all of holdens design problems, 6 bolt bottom end iirc and will bore out to 4.25" and the crankcase is stroke relived. You can safely make a holden 427. Yup 427.
Also tagged with one or more of these keywords: Warning, bench racing ahead.
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