xT Series Engine Variants

[Turdinator]

Engine model and generation: 3/2TG Hybrid

Top End Modifications: Cams are 284 duration .433" lift in a 88262 non hemi head

Bottom end modifications: 13T bottom end with flycut and reduced dome pistons to suit head

Forced induction: N/A

Management: Weber DCOE40 With 36mm chokes

Fuel used: Shell optimax (unpopular i know but i've never had a problem)

Intake: Weber DCOE40 on an early 2TG manifold

Exhaust: Pacemaker 4-2-1 extractors with 2-1/4 exhaust, hotdog resonator and straight through rear muffler

Driveline: Unknown clutch, T50 and welded T series diff

[sillycar chick]

Engine model and generation:
2TG/3T Hybrid
3TC bottom end used
2TG 88261 head used

Top End Modifications:
Stock standard 88261 head and cams
Head setup on engine to run approx. 10.2:1 compression ratio

Bottom end modifications:
Stock standard internals
Flycut pistons

Forced induction:
NA engine

Management:
N/A

Fuel used
98 octane only

Intake:
40PHH Solex Carbs (Twin side draught)

Exhaust:
Genie Extractors, 2-1/4" exhaust

Driveline:
3T flywheel (approx weight 12kgs - to be confirmed)
Standard TA22 diff
T50 gearbox

Comments:
Dyno graph produced when engine was poorly tuned, with stretched timing chains, worn timing guides and a leaking upper timing chain tensioner.

Mods since this graph:
3.9 T series diff centre

Upcoming mods over the next few months include:
TODA racing flywheel at approx 3.5kg with Xtreme Heavy Duty Clutch
Ported 88220 head with cams of unknown specs
Ram tubes and socks

Will post new dyno graph for comparision after these mods

[YLD-16L]

Engine model and generation:
2TG.

Top End Modifications:
Stock.

Bottom end modifications:
Stock. Block had 40thou overbore when I rebuilt it.

Induction:
Twin 40mm Dellorto Carburettors.

Management:
N/A

Fuel used:
Regular pump fuel 95 octane

Exhaust:
Extractors, 2 inch press bent system.

Driveline:
T50 gearbox, stock KE38 corolla diff.

Comments:
This engine was rebuilt with all new bearings, pistons, rings, gaskets, valve stem seals etc etc. The head was reconditioned at the time also in 1998.

The dyno run was carried out about 800km after the rebuild.

[Hulk]

From previous owner - Cheers Jake!

Engine model and generation:
3TGTEU Gen2 (watercooled turbo) from TA63 Carina

Top End Modifications:
Stock top end

Bottom end modifications:
Stock bottom end

Forced induction:
Factory CT20 Turbo

Management:
Factory ECU + Knock Sensor

Fuel used


Intake:
1GGTEU Front Mounted Intercooler

Exhaust:
2.5" Mandrel Bent Exhaust From Turbo Back

Driveline:
W55 + Stock TA22 Diff

[Rodger]

Engine model and generation:
2T

Top End Modifications:
Std sized valves
Mild porting
Shaved to give 10.5:1 compression ratio.
Double valve springs (unknown inners, OEM outers)

Bottom end modifications:
1mm O/S Toyota 9.8 pistons
Stock rods
Stock crank
Ligtened OEM flywheel 6.6Kg
Stock clutch
All balanced
Mild cam, used to be called a 3/4 race cam back in the eighties (30/70 but cannot recall exact)
Standard points but recuved distributor with vacuum advance removed.

Induction:
Mikuni/TRD sidedraught manifold
Dual PHH44 Mikuni
Main Air jet #160
Main jet #145
Pilot jet #60
Outer Venturi #34

Fuel used:
Std ULP

Exhaust:
4 into 1 extractors 2.25 inch exhaust

Driveline:
stock T50 and T rear end

Regards

Rodger

[Rodger]

Engine model and generation:
2T

Top End Modifications:
TRD O/S valves, seats and spring retainers
Good porting
Shaved 1mm, with pistons gives 11:1
Double valve springs (TRD inners, OEM outers)

Bottom end modifications:
4mm O/S TRD/Weisco (1740cc)
Stock rods
Stock crank
Ligtened OEM flywheel 6.6Kg
H/D Exedy
All balanced
Mild cam, used to be called a 3/4 race cam back in the eighties, 9.5mm lift (30/70 but cannot recall exact, out of the engine above)
Standard points but recuved distributor with vacuum advance removed.

Induction:
Mikuni/TRD sidedraught manifold
Dual PHH44 Mikuni
Main Air jet #200
Main jet #140
Pilot jet #60
Outer Venturi #34

Fuel used:
Std ULP

Exhaust:
4 into 1 extractors 2.25 inch exhaust

Driveline:
stock T50 and T rear end

Comments:
Not ideally set up yet. I need to refine tuning but this combination is still extreamly drivable. This is the first time this motor has been on a dyno in its life.
This was my competition engine originally built in the Mid/late eighties with little freshening up to now be in my Green TA-22, replacing the 74.5rwkW engine above.

Regards

Rodger

[Rodger]

This run was done first on the CCG Dyno Day 6 and is being used by me to test a jetting set up with S5 Solexes. A pig to drive.

[IMG][/IMG]

Comments:
Shows a huge hole in the performance. This is due to a way lean mixture and is caused by a huge lack of air speed. Not being fast enough through the outer venturis (chokes) to draw enough fuel from the main system.

Shows it being compensated for by the Pilot system and starts to pick up again at the top end where air speed comes up. The Main could go to #150 and Air to #180 and would help compensate. #32 Venturies would be better. Looks like it has good potential for low down torque, with a lazy 79rwkW at 130kmph in 4th gear.


Engine model and generation:
As for previous post of mine

Induction:
This time around:
Mikuni/TRD sidedraught manifold
Dual S5 Solex
A typical 2T-G jetting of:
Main Air jet #150
Main jet #140
Pilot jet #65 with drilled to #100 Pilot air. Except these to make it just driveable.
Outer Venturi #34 (normally #30 or #32)

Fuel used:
Std ULP


Regards

Rodger

[quikestsilva]

Car - 1981 T18

Engine - 2TG, head overhual, shaved head, new rings, bearings, timing chains, extractors, hot cams (unsure of the specs), abit bigger then standard jets (unsure of the specs either)

Link below for pic of dyno reading

[andurils_sheath]

Engine model and generation:
2T-GEU 262 Head

Top End Modifications:
Race Port and manifold match ported and head freshen up

Bottom end modifications:
None

Induction:
Dual PHH40 Mikuni
Main Air Jet #240
Main Jet $150
Pilot jet #55
Outer Venturi #34

Fuel used:
BP Ultimate 98RON

Exhaust:
4 into 1 extractors 2 inch exhaust

Driveline:
stock T50 and locked T rear end

Comments:
This is far from its potential but a good starting point. The jets are way too large, I think around 200s would be better, the AFRs sometimes getting as rich as 10:1. The dyno doesnt show the low rpm section where the car has a huge flatspot. The afrs are up around 16 or higher. I think bigger pilots should solve this. Will get another dyno after the mods i have planned are completed as a comparison.

EDIT: Changed to a 65 pilot that i had sitting around. Now its much nicer down low. No more flat spot. I still need to sort out the top end. With a smaller main air.

Cheers

[xbgs351]

Engine model and generation:
2T

Top End Modifications:
Rebuilt and ported by Motor Improvements
Polished rocker arms

Bottom end modifications:
H beam connecting rods. Most likely Fraser Engineering rods from Adelaide.
Heat treated and stress relieved crank shaft.
Steel main caps
Unknown pistons, probably Specialised Piston Services of Melbourne or perhaps flycut Wiseco.
Cam is either Speco Thomas 2T865 (312 degrees duration) or 2T935 (336 degrees duration). Motor Improvements is a Speco Thomas company
Compression around 13.5:1
Motor Improvemnts dry sump.

Induction:
Twin 48 DCOE
Mains 165

Management:
Points
Modified full mechanical advanve, 33 degrees total timing

Fuel used
Avgas

Intake:
Motor Improvements independent runner

Exhaust:
Motor Improvements

Driveline:
Steel Flywheel
Tilton Clutch
Holinger 5 speed transaxle

Comments:
Dyno sheet for a previous motor in my car, when the car had a different owner. Car is an Australian Formula Two. Race weight is 510kg.

[AE25]

done in 4th gear. probably could be better if running leaner than 10:1 dip in power we think due to weak valve springs.

Car: ke70 SR Coupe

Engine model and generation: 3T-GTEU

Top End Modifications: stock

Bottom end modifications: stock

Forced induction: ct20 with bleed hole + extra spring on wastegate 10.6psi. no intercooler

Management: stock tt142 3tgte efi

Fuel used: 95 or 98octane pump gas (cant remember)

Intake: pod filter

Exhaust: 1.3/4" te71 exhaust

Driveline: w55, 3.9 ratio diff

[texasflysuperstar]

double post

[texasflysuperstar]

Engine model and generation: 2TG/13T Hybrid

Top End Modifications: Major head work, Thomas Cams (spec's unknown)

Bottom end modifications: Stock 13T with Hi Energy Sump

Forced induction: N/A

Management: Ignition Developments Electronic Ignition

Fuel used: 91 RON Unleaded (Caltex)

Intake: 45 DCOE Weber x 2

Exhaust: Genie 4 into 1 Extractors, 2 1/2 Inch S/S System with S/S Super Turbo Resonator and Muffler.

Drive line: Standard 5 Speed with 4 Puck Brass Button Clutch and RA40 GT diff with 4.11:1 gears

[Akaoni (Casey)]

Engine model and generation:
3TG Hybrid

Top end modifications:
2TG 222 head
Big standard valves
Double valve springs
286 duration .414" lift cams
Mild porting

Bottom end modifications:
2TG 262 block
2.0 litre stroke (78mm 3T crank) and bore (89mm)
10.5:1 WISECO forged pistons
Pistons and driveline balanced

Forced induction:
None

Management:
Electronic ignition
Carbies baby!!!

Fuel used:
Caltex Votex 98

Intake:
Twin side-draft Webers DCOE40
34mm chokes
Electric fuel pump

Exhaust:
Extractors
2-1/4 system

Driveline:
Standard clutch
T50 gearbox
Standard diff

Comments:
Big thanks to Jason Fulton, the Canberra Celica Group and Phillip Head Services.

Pretty happy with it!!!

[w810sc]

Stage 1
Engine model
2T-G

Top End Modifications:
88260 head
Shaved head
RR4 Double valve springs (Forum sponsor)
235* at 0.050 inlet cam (0.013 valve lash)
248* at 0.050 exhaust cam (0.013 valve lash)
110* LSA
match ported head in/ex
ported Redline manifold
Kameari adjustable cam sprockets in/ex
Kameari idle sprocket.
Kameari 0.8mm metal headgasket

Bottom end modifications:
Decked Block 2T 8101751
Taiyo 88.5mm 1750cc pistons with 28cc dome
3T-GTE con rods
BRD High volume oil pump

Type of induction:
Normally Aspirated

Management:
Weber DCOE45 (jetted for street) with aftermarket ram tubes
32mm venturies
50F9 Idle Jets
180 Air correction
F9 Emulsion Tubes
135 Main Jets
50 Pump Jets

Fuel used:
98ron BP

Exhaust:
4-1 headers (short) heat wrapped
2.5 inch press bent with resonator
straight through muffler

Driveline:
Agawa Engineering 4.2kg racing flywheel
stock clutch
stock T50 (thanks Eddi)
stock T series diff

Stage 2
34mm chokes
MSD 6AL-2 + Blaster SS coil (due to missfire at 6krpm+ with old igniter)
4 puck clutch disc + custom pressure plate
4-2-1 exhaust headers
other set of cams.