2TG 88262 head information / rant

[Celica RA45]

i have flow bench 3 2tg heads over the years and the best 1 was the 260 head 222 was next and last was 220 this was using the same amount of lift on all 3 heads
the 220 had the 1 mm smaller valves
from memory 200hp for the 220 head with 500thou lift
220 head was 204 hp with same lift and the 260 made 206 hp
also same yamaha 260 motors came out with 9,8 to 1 comp and the bigger 222 cams i picked up a crash test motor years ago in five dock ,was brand new inside and had a diffent inlet manifold and no pollution on this motor what so ever

[71TA22]

also same yamaha 260 motors came out with 9,8 to 1 comp and the bigger 222 cams i picked up a crash test motor years ago in five dock ,was brand new inside and had a diffent inlet manifold and no pollution on this motor what so ever

True. I had a euro spec TA23 GT with 260 head but 222 cams, 9.8:1 pistons, solex sidedrafts and no pollution gear. Still have the engine.

262 cams for injected 2TG's had 240 degres advertised duration, 261 and 260 cams had 244.

[BrianGT]

Kingy.....I gave you a bit of a bum steer with my mates engine...sorry!

I spoke with him last nite, It IS a 2TGEU but it has a Yamaha 88260 head with normal combustion chamber.

He used the 3T crank, rods and pistons......his 2TG pistons were flat topped presumably for lower emissions.

He has stripped away the fuel injection and fitted Dellorto 40's.

In answer to your question about size of throttle bodies I can only answer from the view point of carbs.
I use Dellorto 45's on my hybrid but it is almost 2litre. You can always choke them down if needed but with 38mm chokes mine runs really well both low down and flat out. I have spent a long, long time learning how to set up the jetting on these carbs though!
40's on my mates 1780cc engine will be fine and the difference between the two on an average engine is minimal....it only shows when you start to really go for power that the bigger carbs are capable of more horse power.

When Toyota were developing the Group B cars they tried fuel injection etc. but ended up with 48mm carbs in the end.

Don't give up on building a hybrid.......it's the best thing I did to my car! (

[Invid]

I'm proud to put my hand up and say I have a 262 and I love it. Yes I may have strapped a SC14 to it to up the torque a little but it was a great engine prior to that conversion.

I put up a dyno comparison of the killerwasp from the bog stock factory install to the Forced induction goodness. Results are here:
http://www.toymods.org.au/forums/sho...=1#post1388365

There should be a 262 Appreciation Society IMHO.

[king-szeitszam]

Brian- no worries mate, still handy information to have. I find your observations regarding the carburettors quite interesting- it's good to see they still have a place in society when it comes to raw power. But all notions of fuel economy go right out the window!

Invid- awesome! I'm glad to have found another 262 sympathiser with similar views to my own.
After looking at your dyno comparisons I'm not ashamed to say that I'll probably be using your engine as a role model for my own in the future- top work.

May I ask what sort of setup you were running with your 262 pre-turbo?

I had a similar idea for a 262 appreciation society- count me in!

[Invid]

#cough# Supercharger...

Pre-modification it was running 100% factory 2TGEU. It was a transplant from a TE71 half cut.
http://www.toymods.org.au/forums/eng...html#post58685

[hks7mgt]

There should be a 262 Appreciation Society IMHO.

Where do i sign up?

My 88262 engine with standard 1600cc low compression internals, just's wants to bounce off the rev limiter like a broken door in a hurricane (with ITBs). You'll get the same experience and you wont be disappointed as it sounds fantastic and the smile will always be on your dial.

Custom pistons are a nice thought, but i'll be looking for a 88261 or the very rare 88262 (if they do in fact exist) marked heads with round combustion chambers. The later heads with round combustion chambers are what allows for higher compression pistons which equates to easy power and less baby seals.

Rarity or not; you may soon be hunting for more power (especially lower down the revs) so start off with a high compression hybrid.

[king-szeitszam]

#cough# Supercharger...

Pre-modification it was running 100% factory 2TGEU. It was a transplant from a TE71 half cut.
http://www.toymods.org.au/forums/eng...html#post58685

:O why have I not read this thread sooner, talk about car porn.


hks- maybe hit up the board and suggest they make you chairman of the 262 society? I'll handle the financials, and by that I mean all funds will be deposited straight into my account.
I seriously can't wait to see how mine compares as it's pretty much the same as your beast. Every now and then I'll rewatch one of your videos and try to forget how mine's still stuck in a shed.

I've just been offered a 222 head with low comp (8.6 ) pistons. I'm still thinking of taking it however as I'll need to swap heads in the future anyway. I have never heard of this mythical round-combustion chamber 262 of which you speak. Sounds like witchcraft to me.

Willing to hear suggestions on this- should I keep the 262 and cruise until I find a head with higher comp pistons, or go the 222 with 8.6's and hang out until i have enough money to buy some nice 10:1 forgies? I've already bought a nice 286 high lift wade cam off Akaoni on here, I'm hoping it'll make the old girl breathe a little better.