severly stumped 2tg/13t hybrid build

**allencr** · 01-06-2007, 08:07 AM

Plastic syringe from your Doc, the dumpster, whatever.
With the head on, fill it with ATF to the bottom of the threads.

All of the 'precision measurements' of piston dome/crown & gaskets usually aren't worth shit!

**jeffro ra28** · 02-06-2007, 03:07 PM

well ACURATELY calculating compression isnt that important to you then.

**Born-Enthusiast** · 20-11-2007, 04:17 AM

Ok so little update. I lost a job, was a bum (not a dole bludger I did the hard yards) and got another job. So the rebuild has begun. I decided I wanted a higher revving engine because not eving reaching the red line with a 3t is pissing me off. Not to mention i only ever hit 5000RPM in the built 2TG/3t hybrid befor eit blew up. So I had a chat with my suppliers and purchased heavy duty valve springs. Only singles because I didn't want to change the rest of the shit to cater for dual valve springs. Im also going to balance the engine woo! So the head and block are back in the workshop and I'm waiting for pistons ha ha not too long now.

**TA23 Racer** · 29-11-2007, 10:56 PM

Good keep going it's worth it. Remember capacity increase requires fuel increase.
Your detonation problem was your tune, which was correct for a 1588cc not a 1770cc easy mistake. Once new engine is idleing straight to dyno for air fuel check, get operator to put the ear muffs on to listen for detonation, you can run the engine in lots quicker and better on the rollers, you can check the engine operation heaps easier it is money well spent.Remember Hybrid 2tg/3t no hybrid dissy advance curve no hybrid carb chock, jet settings you have to develop the rest of the hybrid. Good luck this time don't rush.

Cheers Dave

**Snyper** · 30-11-2007, 10:37 AM

sounds promising this time mate.. I'd love to know what has happened to the hybrid I built, and then sold, be interesting to see if it's still around the place.. this too was built by Foursnmore with very pleasing results

Brendon

**jeffro ra28** · 30-11-2007, 08:50 PM

im no carby expert, but doesnt the amount of fuel souly relly on the vacum? and amount of air that gets sucked through the carbies. bigger engine - more air sucking- automatically sucks more fuel from the bowls?
No need for bigger jets? specially if its only being enlarged by that much?

**Born-Enthusiast** · 01-12-2007, 01:23 PM

Originally Posted by Snyper

sounds promising this time mate.. I'd love to know what has happened to the hybrid I built, and then sold, be interesting to see if it's still around the place.. this too was built by Foursnmore with very pleasing results

Brendon

Ahhhh so you the the guy that had to go through the calculations with carl (the machine shop guy) to get the pistons right. Dave suggested to do this engine and that one had already been through the shop. It would be nice to find out what happens to your things after they get sold wouldn't it. However in some cases you really don't want to know as it'll break your heart what people do to things. shame you don't still have it mate.

**TA23 Racer** · 04-12-2007, 12:01 AM

Jeffro I ain't no carb expert. but old clapped engine of the same size as a pristine unit will have a different fuel requirement True? More air flow more fuel yes, but at what rate you have emulsion tubes and air correctors. You still need to address the ignition timing which was probably the cause of the problem any way. Dyno still easier for my money.

Cheers Dave

**Born-Enthusiast** · 21-04-2008, 05:11 PM

Well the wait is over YAY! I have finished rebuilding the engine and have put it in taking it to the dyno this week to get properly tuned too. However during the rebuild i went a little further as when I had it apart I kept seeing little things I could get done cheap enough. ha ha

So it turns out the heavy duty single valve springs I purchased turned out to be just the outer spring on a set of dual springs

. Luckily for me the machinist checked their tensile and found the problem

. So seeing as tho I already had half I upgraded to a complete set of dual valve springs and got them installed.

Due to part of piston one being rammed into my head I also had it shaved. So the compression should be higher again. My machinist also had a look over the old pistons and did a plastacene test and found he had been very very safe with his calculations. After a short consultation we decided to try get a closer fitting piston and once again this will increase compression be it not by much.

I also decide to install bigger cams the standard 220's were removed and replaced by a set of toyotas 222 cams. Not a huge upgrade I know but an upgrade it still is.

hmmm oh yeah I also purchased the last extractors pacemaker made for the 2tg when they were in mass production apparently. Finally a new filter. The old filter was old crusty and needed replacing so I did it

only problem is with it fitted the radiator overflow bottle needs to be shifted so for now it is a coke bottle ha ha ha. I am really pleased with it and can't wait for it to be tuned pictures will be on the other thread. thanks everyone for your help and hope this thread will help prospective 2TG/3T builders not make the same mistakes I did.