Rescued attachment Bild 033ny.jpg
I have a Locost with a 150 hp Vaux C20XE and a Volvo 360 gear box. Thing is that I´ve found a 300 hp C20LET that fits the car. I´m tempted, but should
I go for the swap?
Anyone who have made the same swap?
dont expect the gearbox to last then !!!!
cant understand why you would use a vauxhall in sweden when a volvo turbo motor would slot right on the 360 stuff
The gearbox on the 360 is the classic M47 used on Volvo 240 turbo etc.
The diff is unique AFAIK, for the 360.
The drive shatfs are a mix of Volvo 360 and Suzuki Swift (used for brakes/hubs).
I was planning to engineer som new drive shafts this winter anyway, instead of the welded shite.
what i meant was 300 hp will kill that 360 gearbox .
have you got it fitted at the rear like the360 - would like to see some pictures of that .
OK, here is some of it
Rescued attachment Bild 033ny.jpg
Also, what I meeant was that the M47 is a proven, strong, gearbox
Don't expect a LET to give you 300bhp without a massive intercooler which will have to be at least as large as your nosecone where it fits the
body.
You'll also need to be running Phase 3 which is around 17psi held boost.
The standard KKK K16 will be working its heart out to give you 300bhp.
You really need a much more efficient turbo which will give you reduced temperatures.
Why not put on some throttle bodies and different management to enjoy an extra 50bhp without any real heat issues?
This is an engine from a Calibra. It had a stock IC AFAIK, an uprated turbo (machined standard) and a chip. Is this OK?
However, if it has 270 or 300 HP is not of too much importance.
Do you have the specs of this "machined standard" turbo? It will probably be a hybrid K24 or K26.
With a stock IC even with a hybrid turbo and Phase 3 chip you won't get over 270 without masses of detonation due to the heat involved and the
charge temperatures.
"A chip" is? Do you know what overboost and held boost is on this chip, what fuel pressure it needs and is it on standard yellow injectors
still?
LET's also don't like cone air filters, so you'll need a nice airbox on the inlet side too, which takes room.
I'd be seriously worried about heat and head gasket problems on cylinder 3 given the underbonnet temperatures and inlet charge temperatures
you'll be seeing.
You'll need to budget (space and money) for a larger oil cooler than standard too.
That said you could always just install it running the standard management/actuator/boost and small IC giving 204bhp which will have excellent
drivability and reliability.
M47 aint that strong - an M90 would be better .
your in a better situation with a lighter vehicle - but if youve got anything over 250 ft/lbs torque youll be in trouble .
how have you adapted the input splines to a flange ?
quote:
Originally posted by Volvorsport
but if youve got anything over 250 ft/lbs torque youll be in trouble .
why not just spend the money on uprating the xe as already suggested?
assuming yours is currently relatively standard there must be another 50bhp available and it won't break the gearbox!
Ned.
quote:
Originally posted by ned
assuming yours is currently relatively standard there must be another 50bhp available and it won't break the gearbox!
I might consider that option... using 300 degree cams, TB:s and a MBE ECU unit...and a ported head!
quote:
Originally posted by the_fbi
Do you have the specs of this "machined standard" turbo? It will probably be a hybrid K24 or K26.
With a stock IC even with a hybrid turbo and Phase 3 chip you won't get over 270 without masses of detonation due to the heat involved and the charge temperatures.
"A chip" is? Do you know what overboost and held boost is on this chip, what fuel pressure it needs and is it on standard yellow injectors still?
LET's also don't like cone air filters, so you'll need a nice airbox on the inlet side too, which takes room.
I'd be seriously worried about heat and head gasket problems on cylinder 3 given the underbonnet temperatures and inlet charge temperatures you'll be seeing.
You'll need to budget (space and money) for a larger oil cooler than standard too.
That said you could always just install it running the standard management/actuator/boost and small IC giving 204bhp which will have excellent drivability and reliability.
The IC and ECU
Rescued attachment Bild 005.jpg
BTW modding an N/A may be sweet but is never most bang for the buck. Slotting in the LET and raising the pressure is practically free in
comparison
..to my experience anyway..
Can't really tell, but your actuator doesn't look like a standard one.
Slotting in the LET will need a new exhaust downpipe, new gearbox (unless you like the chances of your current one), much larger bar/plate intercooler
and some ducting to keep the exhaust manifold nice and cool.
Even then, if you don't manage to keep the charge temps nice and cool you'll risk blowing your head gasket around cylinder 3 which is a weak
spot due to heat build-up with the turbo there.
You can fit the Z20LET gasket to help with this, but if you've got a GM head rather than a coscast you then risk your head deciding to crack
between oil/water ways in the future. Best left alone.
On the price font, a decent LET with loom/ecu/turbo should cost more than bike TB's and megasquirt.
Enjoy!
Chris
PS. my daily driver is a ~280bhp Phase 2 LET in a Calibra.
[Edited on 17/7/06 by the_fbi]
Wot actuator?
I´ve spent £30 k on tuning my VX220 from 150 to 220 HP.... and it isnt even mapped yet...
U need a p&p head, new cams and springs, the TB:s, the new ECU and a big-bore ex-mani, I guess, to get 50 new HP?
Buying this LET for £800 and an IC for 100 to keep temperatures low, using a chip already installed seems cheaper?
[Edited on 17/7/06 by apex]
[Edited on 17/7/06 by apex]
Wastegate actuator, on the top of the exhaust manifold/turbo. The cylindrical silver thingy with a vacuum connection.
GSX-R throttle bodies should cost you less than £100, new inlet manifold will be max £200, airfilter max £100, FPR £50, megasquirt ECU and a rolling
road setup £400. Total = £850. And thats worst case scenarios.
Don't really need the head sorting and cams unless you really want to, the standard head is pretty good. Cams you can always add a later date if
you feel you need to, although I wouldn't want to lose the nice low down torque of the XE, and there's no need in such a light car.
The above setup won't see you over 200bhp without head/cams but if you can do some of the fabrication yourself could cost you well under £500
which is a bargain.
If you do go for cams/headwork I'd also invest in some ARP bolts and if you really want a screamer than some new rods too, but that just doubled
your initial spend.
Why didn't you just stick a Z20LET (or even the C20LET) into the VX220?
Sadly, in Sweden a engine swap in the Vx220 is illegal.
if its of any help here's a few pics opf my xe build, ithough its still running quite a mild cam:
http://www.locostbuilders.co.uk/photos.php?action=gal&user=ned&folder=engine
http://www.locostbuilders.co.uk/upload/IMG_2089b.jpg
http://www.locostbuilders.co.uk/upload/IMG_2092b.jpg
but by the sounds of it you want one liek this:
http://www.locostbuilders.co.uk/upload/Im001311.jpg
That looks nice. Also, that power would be a thrill!
Wot kind of TB:s are u running? Is it the SBD kit? Jenveys? Price???
they're QED tb's, made by jenvey for QED but i think you can only by them from QED as they're made under contract. i bought them second hand with a dta ecu and loom, fitler, pressure regulator, wasted coil pack etc for about £1200
OK, thanx!
Does anyone make a inlet for the GSX-R TB:s??
And what diameter are those compared to the QED/Jenveys?
gsxr tb's can be fitted to a standard manifold cut down - see calvinx archive who has done this.
my qed bodies are 45mm. i *think gsxr bodies are 42mm which should flow enough for upto 250bhp imho
42 mm, the GSR-R 1000 ones? Or 1100?
OK, seems like a good idea, if I can find any TB:s...
My LET source wants £1000 for his engine, but I am reluctant. Does it work at all? State?
[Edited on 18/7/06 by apex]
there are plenty of bike tb's available in the uk from bike breakers/salvage and ebay..
Ned.
quote:
Originally posted by ned
gsxr tb's can be fitted to a standard manifold cut down - see calvinx archive who has done this./quote]
Calvinx made his own steel manifold in the end as the standard manifold does not lend itself to being (easily) modified for the GSXR TB's very well.
apex - 18/7/06 at 10:18 AMOK, the rubber hoses looked pretty strange...
Image deleted by owner
Maybe just a uprated intake with funnels, plenum etc will do the trick? Cant see the advantage with TB:s, its all about flow, anyway