Engine choice??

**twentyEight** · 22-10-2007, 01:08 PM

Originally Posted by jezza323

dont forget a clutch to suit the custom flywheel/W58

Added... Cheers!

**The Real Roadrunner** · 22-10-2007, 01:51 PM

Originally Posted by twentyEight

Custom RWD Inlet Manifold - $1000
Custom RWD Turbo Manifold - $600
Custom Flywheel - $700 not needed for a 4s bell as the standard 240mm will fit.
Clutch to suit Custom Flywheel - $800 same as above
Custom Water Housing - $150
Custom Alternator Bracket - $120
Custom Engine Brackets - $150 he can do himself (apparently)
Modified 2S Sump - $200 same as above.
Custom Dizzy or CAS setup - $400 std dizzy with a cap (not needed but nice to have) or a big hole in the firewall (with some sort of plate to cover it) and run the std dizzy and ignitor setup.
Aftermarket ECU - $1200 not needed as you can use the factory ecu but need some fancy electronics for waste spark if stock dizzy isnt used
Exhaust and Dump pipe to suit Turbo - $1200
Intercooler and Piping - $600
Fuel pumps, surge tank setup, and new fuel lines - $650

Plus loads more... depending on how far you really want to go

That's already $10820!

please remember that things are only as hard as YOU make them and some conversions can be done for reasonable prices depending on how far YOU chose to go with it.

if i was to do my setup for somebody else it would be $35k for a turnkey job but that was with everything apart from the actual shell being replaced/modified.

cheers
linden

**twentyEight** · 22-10-2007, 01:53 PM

Certainly true...

There's massive savings to be had if you can do alot of the fabrication yourself or if you can purchase already fabricated/modified items...

**Norbie** · 22-10-2007, 01:54 PM

3S-GTE conversions don't seem very hard on paper, but everyone who's actually done it has ended up spending a lot of money. I'd love a 3S in my RA23 but in terms of bang for your buck the 1G poops all over it.

**The Real Roadrunner** · 22-10-2007, 01:59 PM

but it wont be as good a track car with a 6cyl in there.

its not hard you just have to be smart about it or very handy with fab equipment.

cheers
linden

also the gen engine you pick will have a large bearing on the end result if you do go a 3s.

personally i would only use a gen3 or later. tell you what the best one for the conversion would be a st215 caldina coz they were multicoil factory so no ecu mods. but the integral exmani/turbine housing is a bitch.

**BigWorm** · 22-10-2007, 02:24 PM

One point to consider if you're chasing handling/low weight etc is use the smallest engine that will make the power you're after, which would be a 4AGTE. Before I turbo'd mine it had a weight balance of 51/49 front rear, & there was a fair bit of room between my motor & firewall, so it would be possible to mount it further back. Plus there's not alot of custom work required to build & fit a 4A, alot of stuff is available off the shelf or from wreckers.
The 3S is a great engine, but as has been said fiddly to fit, lot's of custom/hard to get bits required, although it will easily make what you're chasing & give a good compromise on size/weight vs. power potential.

**The Real Roadrunner** · 22-10-2007, 02:29 PM

and the 3s wont be lacking in torque like a 4a

(and yes ive owned both and in the same car)

its the off boost moments that the difference is huge, and always remember the area under the curve.

cheers
linden

**Ical** · 22-10-2007, 02:31 PM

Hey Bigworm,

How's the drivability of your 4a?Is she hi strung?

Cheers Ian.

**BigWorm** · 22-10-2007, 02:41 PM

Originally Posted by The Real Roadrunner

and the 3s wont be lacking in torque like a 4a

(and yes ive owned both and in the same car)

its the off boost moments that the difference is huge, and always remember the area under the curve.

cheers
linden

Was the 4A equipped with a 3 speed & a T78?!?
Ok, yes a 3S will have more power down low, which is always desirable, but with the smallest turbo that will efficiently make the required boost you're not going to be that far behind a 3S. Plus it's cheaper/easier/lighter.

I'm not dissing the 3S, it's an awesome motor & all that, I'm just defending the 4A. For its size & ability (and age), it's an impressive thing.

**Norbie** · 22-10-2007, 02:48 PM

This thread has so far failed to point out that real men use 18R-G's. Ask River.

**BigWorm** · 22-10-2007, 02:49 PM

Originally Posted by Ical

Hey Bigworm,

How's the drivability of your 4a?Is she hi strung?

Cheers Ian.

It was very drivable (but is currently off the road & turboless).
The turbo was an HKS GT2510, which I run up to as much as 25psi & 180rwkW on a stock rebuilt motor, standard cams/intake etc, just uprated valve springs & metal head gasket.
On 12psi (approx. 120rwkW) it was very responsive & smooth, making full boost very early, with 25psi it obviously made full boost later in the revs and felt much peakier, but I wouldn't describe it as high strung.
And with a few mods like cam gears, better intake manifold & better turbo manifold, even mild cams & slight port work it would make more power at the same boost & if setup correctly more power down low.