Reply With Quotebecause the upper guides are near unobtainium for a 2tg/3tgte. 3tc heads are a dime a dozen over there and the 2tg/3tgte is very rare for them. Stock valves are bigger on the 2tg/3tgte head than the 3tc head.
T-Series heads
does anyone have any flow figures from the different 2tg heads? also would like to see what 3tc and 3tgte heads flow.
trying to work out why the puerto rican guys stick with the 3tc stuff.
will be building a decent turbo t-motor soon,so ill have to get the shopping list ready!
Re: T-Series heads
because the upper guides are near unobtainium for a 2tg/3tgte. 3tc heads are a dime a dozen over there and the 2tg/3tgte is very rare for them. Stock valves are bigger on the 2tg/3tgte head than the 3tc head.
Re: T-Series heads
yeah im not sure why they use 3tc heads aswell, they might have a tonne of them over there and not many 2t heads, I know the whole reason of a 2/3t hybrid is a 3T bottom end and a 2T head, so i'd assume the 2t is a better head, they can flow extremely well if they are match ported and create a vortex flow, plus the 2t is a hemi head and I think the 3t isnt? someone can confirm.
Re: T-Series heads
i understand that there are heaps of 3tc heads over there,but if you were going to go all out like these guys runing 8's,surley importing a cheap head would be of benifit.
it might just be a case of using what you are use to.
i'd still like to see data if anyone has any?
Re: T-Series heads
Ask this guy
270 kilowatts out of a turbo 3TC
http://www.toymods.org.au/forums/for...le-less-7.html
Cheers cam
Re: T-Series heads
Fixed for you! I don't (yet) have the dyno sheet for 270rwkw...Originally Posted by caam
The 3TC/2TC are both hemispherical chamber equipped. The early 2T head is apparently a better flowing example in stock form than its equivalent later model or the 3TC head. When building a race engine with headwork the benefits of the early head are non existent. There is a couple of oddball varients such as 12T and 13T which had preignition chambers or some such smog wizardry.
In basic terms the 3TC is the larger of the available T series so extra displacement wins in the racing world. The 2/3TC series is also quite literally a shrunk and halved Chrysler Hemi V8 and its sheer simplicity lends itself well to drag racing use. The valve train on a 3TC is much easier to manage than the TG twin cams in terms of machining and setup. Also on the valve train note the 3TC does not have hard to source components like the TG's.
The 3TC head flows around 145-150cfm stock from what I can see with a race ported wallet lightening stint in capable hands it can be made to flow up around 200cfm.
The twin cam heads do of course have more air flow potential with decent porting due to lack of push rod holes requiring space in the head which restricts the TC heads. That being said turbocharging changes the ball game and there is nothing the twin cam heads can offer which can't be made up with a couple extra pounds of boost or one of the billet racing 3TC heads!
These days the 3TC is a race within the race when compared to the modern 4 valve heads but on value for money I'd bet on the old school 3TC anyday!
Happy parts hunting - I love hearing of T series mischief being planned!!!
Cheers,
Jason
3TC Compound Turbo 1976 TA23 - Members Ride Thread HERE
479RWHP on 50psi and 70psi hasn't broken her at the track!
Re: T-Series heads
Stock 2T flows like this (at 10" multiply by 1,67 for 28")
LIFT CFM
------ -------
1,0 16,4
2,0 27,9
3,0 39,4
4,0 49,8
5,0 59,3
6,0 70,0
7,0 77,8
8,0 80,2
9,0 81,1
10,0 82,3
11,0 82,9
12,0 83,4
13,0 84,1
14,0 84,4
15,0 84,7
Re: T-Series heads
Ported with stock size valve:
LIFT CFM
------ -------
1,0 14,0
2,0 26,8
3,0 38,8
4,0 52,0
5,0 65,2
6,0 79,3
7,0 91,1
8,0 99,8
9,0 105,4
10,0 108,6
11,0 110,7
12,0 111,8
13,0 111,9
Re: T-Series heads
With 42 mm valve:
LIFT CFM
------ -------
1,0 15,0
2,0 29,1
3,0 43,4
4,0 55,8
5,0 68,9
6,0 82,5
7,0 94,4
8,0 104,0
9,0 110,7
10,0 114,4
11,0 117,4
12,0 118,5
13,0 117,6
Re: T-Series heads
Stock 2T-G and same with 45,8 mm valve and ported (by no means ultimate,more like for stock cams):
CFM
LIFT No. 1 No. 2
--------- ----- -----
1,0 14,9 18,3
2,0 27,1 31,9
3,0 40,2 46,3
4,0 53,2 61,1
5,0 68,2 78,2
6,0 81,3 95,7
7,0 92,6 109,9
8,0 100,6 120,2
9,0 105,3 127,6
10,0 107,9 131,9
11,0 110,0 134,9
12,0 111,9 136,8
13,0 112,7 138,1
Re: T-Series heads
Apparently I must spread the rep around before giving it to MorGo again...
Thanks heaps for all the comparison head flow figures!
So summarizing at 28 inches of water (peak flows only...):
2T stock = 140cfm
2T ported with stock valve = 185cfm
2T ported with 42mm valve = 197cfm
2TG stock = 187cfm
2TG mild ported with 45mm valve = 230cfm
Cheers,
Jason
Last edited by NME308; 25-04-2012 at 11:59 AM. Reason: Said Mercury instead of Water... Thanks Morgo!
3TC Compound Turbo 1976 TA23 - Members Ride Thread HERE
479RWHP on 50psi and 70psi hasn't broken her at the track!
Re: T-Series heads
Head thought one thing hands thought the other....
Interesting figures on the 2TG's. just hit 1000k's in my new one
Cheers Cam
Re: T-Series heads
by looking at those cfm figures id say the 2t head has very good flow considering it only has 2 valves per cylinder
Re: T-Series heads
Ehh.. it's 28" water..
Anyway,here's 3T-GTE std and ported with 45,8 mm valve (again street job for stock cams)
CFM
LIFT No. 1 No. 2
--------- ----- -----
1,0 14,1 15,6
2,0 28,2 28,5
3,0 43,0 42,9
4,0 56,1 55,2
5,0 66,9 69,2
6,0 78,6 84,7
7,0 87,7 98,1
8,0 94,5 109,7
9,0 97,1 116,5
10,0 99,4 121,9
11,0 101,5 124,3
12,0 105,6 124,3
13,0 107,8 125,6
Measurements are done higher depression than 10" but since everyone here use 10" so I put out numbers using it.With computerized bench it's so easy to choose the output.
Re: T-Series heads
For a turbo car NME308 just said it, here in thes States and PR are plenty of 3TC heads, and the only 2tg or 3tgte are the ones that came as jdm back in the late 80's and non existent today just a very few, only one team is running a 3tgte for racing and they convert the timing chain system to a timing belt using a dry block and water from the front of the head tru the back to cool down the head chambers only as they use methanol as fuel, custom front cover and custom cam covers, making up to 860+WHP is running deep into the 7.6 at more than 179mph on a full chassis 93 Tercel,
For the same reason i am changing my powerplant on my TA64 to a 3TC a straight milling cut 42mm intake port down to the edge of the valve seat with welded lower port floor water jackets and open the exhaust ports slightly to keep flow velocity to spool the turbo quick, will do the job, no crazy numbers on flow needed to achieve crazy HP #'s a good tune and high boost with the right cam will do the job on race gas, pump gas is poor here so no crazy numbers on that one, unless E85 is used, then you can really bump the boost to a healthy 35PSI to make real HP. i am going for 350 WHP goal so i will achieve that with 93 octane piss we got here if i want more, race gas and another tune. by the way a cometic HG will fail after 37psi if constant boost is experienced so anything after that o ring the block and head and a coper HG is the only solution with ultra coper rtv if water runs from the block to the head thing that i wont recommend for a race car, cuz it could leak wetting the rear tires and you can get hurt.
And remember to strengthen the botom with eagle rods forged pistons and billet main caps with gridle from 400HP to 600hp and over that aluminum rods are mandatory.
but that is going to the extreme, a good 3tc with good rods main studs and head studs forged pistons cometic hg turbo can handle 380 to 400 with ease and reliable, for years on the street!
Posting Permissions
Bookmarks