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220kw 5L rebuild 

 

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 Post subject: 220kw 5L rebuild
Posted: Tue Dec 18, 2007 6:27 pm 
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Location: melbourne
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I bought this car in the winter of 2005. After purchasing it I found that the vehicle was an ex MOTOR/WHEELS road test car (rego QJY-984). Awesome machine to drive, for what looks to be such a poorly executed vehicle it really does raise a few eyebrowes. The car still feels like its just rolled off the production line and now has 150,000kms!!!!!!!

Well The time has come to recondition the hardware. The goal is to squeeze every last drop of horsepower out of the 302 running stock tune and mechanicals. The car up to this point had run consistent mid 14's and a best of 14.3 at 156kmh.

Many people look upon the 5L in a condecsending manner and don't give it the respect it deserves. I personaly have driven many T series vehicles and can honestly say that I don't know what all the fuss is about (342).
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Posted: Tue Dec 18, 2007 6:44 pm 
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can you please give us a run down of what exactly you are doing?
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Posted: Tue Dec 18, 2007 6:56 pm 
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Posted: Tue Dec 18, 2007 7:26 pm 
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It's going to be a full reco. The parts that I have for know are..........

200kw roller cam
clevite 77 big/main/cam bearings (tri metal)
1.72 roller rockers
rollmaster multi keyway timing chain
SVO X307 heads coming from the states :D
Larry Perkins hypernutectic pistons. Offset piston pin and teflon side skirts.(These look like their top stuff)
Full engine gasket kit
prescision harmonic balancer
10.5 inch valeo clutch kit
1 ich phelonic spacer (thats what hood scoops are for!!!!)
block currently being bored and rotating essembly being balanced.
HM 4-2-1 headers and 2.5 inch exhaust (already on car)

T5 Gearbox has been rebuilt with a new bearing set. Should have changed energiser hubs and reverse cogs but cost would have blown out to $1000. Trying to keep build under $6000. The gearbox had the typical front seal leak from the input shaft, caused by excessive bearing play. Made it hard to shift into first as well.
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Posted: Tue Dec 18, 2007 10:32 pm 
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Ride: EL XR8, '08 Mondeo XR5t

Power: 205 rwkw

Location: Perth
WA, Australia

Mate, I don't know much about the AUs, but the title suggests you are rebuilding a 220kw motor, so why are you using a 200kw cam?

Also, you say that you're wanting to get everything you can out of it with stock mechanicals... if you're going to use new heads that aren't stock and the phenolic spacer that isn't stock (which you might find those scoops won't help one little iota), you can't really say that you've achieved whatever you want to achieve on a stock motor.

Throw in a decent cam and a tune to save you from pulling it apart later on when you decide that stock just doesn't rock.

 

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Posted: Wed Dec 19, 2007 12:39 am 
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Scaffy wrote:
Mate, I don't know much about the AUs, but the title suggests you are rebuilding a 220kw motor, so why are you using a 200kw cam?

Also, you say that you're wanting to get everything you can out of it with stock mechanicals... if you're going to use new heads that aren't stock and the phenolic spacer that isn't stock (which you might find those scoops won't help one little iota), you can't really say that you've achieved whatever you want to achieve on a stock motor.

Throw in a decent cam and a tune to save you from pulling it apart later on when you decide that stock just doesn't rock.


The phelonic spacer, headers and cam are only small add ons so you can still say its pretty much a standard motor because its nothing that the ECU will crack the sads over.

There's many guys in the US running the standard H.O cam and running high 12's so don't doubt my combos capabilities. I'm hoping for a high 13 which maybe is a bit rich but we don't know until its complete.

To answer your question about the cam, well the 200kw xr8/ed sprint/eb gt is the highest lift and duration factory cam. It has the same lobe separation as the other unit so the power will end up fizzling out at about 5,500. I'm hoping the little exrta lift and duration gives us a couple of kw.

The X307 heads have considerably better exhaust ports to the X303 that I had, so I'm hoping to gain some there also. After I opened up the radiuses in the manifold I found a lack of torque down low. The phelonic spacer gave me back the torque without restricting the top end.

The pistons will bumb compression up slightly because there is only a single relief in the top unlike factory. I also mentioned that they're affset which will reduce side loading and help it rev a little more freely.

Did you see the condition of the big end bearings? The piston to bore clearance was about .020 I reckon and the valve guides were knackered. So to pull a 14.3 is a minor miracle.
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Posted: Wed Dec 19, 2007 1:01 am 
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A very nice fat power curve for a stocky.

http://blufiles.storage.live.com/y1pAt2 ... fAcfw7Dk-w

You just lose hp when an engine isn't running right from excelerated wear. This thing will run strong from the word go once freshened.

Last edited by t2te50 on Wed Dec 19, 2007 1:02 am, edited 1 time in total.

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Posted: Wed Dec 19, 2007 1:02 am 
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Ride: ef xr8

Power: 229 rwkw

Location: Perth
WA, Australia

Good luck with the build mate, will be interesting to see the results.

 

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Posted: Wed Dec 19, 2007 8:20 am 
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Ride: 1999 XHII XR8, 2002 AU Fairmont

Power: 236 rwkw

Location: Perth
WA, Australia

F**k!!! How rich does it want to be on that dyno sheet............

 

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Posted: Wed Dec 19, 2007 10:07 am 
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XH5LWEPN wrote:
F**k!!! How rich does it want to be on that dyno sheet............


I had just replaced the oxy sensors,plugs and air cleaner so go figure? :shock:
I saw that you weighed your ute. The TE is the best part of 150kg in the red from the looks of things. Probably worth .4 of a second down the strip, roughly?
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Posted: Wed Dec 19, 2007 10:50 am 
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t2te50 wrote:
I saw that you weighed your ute. The TE is the best part of 150kg in the red from the looks of things. Probably worth .4 of a second down the strip, roughly?

I highly doubt 150kg is worth 0.4 of a second down the 1/4. Maybe 0.1-0.2 of a second (I remember hearing the general rule was 100kg lighter = 0.1 saved on the 1/4?? Don't know how true that rings though).

Comparing the XH to the AU is like Apples to Oranges. Just get the build done, take it down the track, and let your times do the talking.

 

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Posted: Wed Dec 19, 2007 1:26 pm 
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Here are the specs of crow cam 621338 with 1.72 rocker ratio..........

Advertised timing

in: 20 closes: 72 dur: 272
exh:76 closes16 dur:272

Lift: inlet: .486 Exh: .486

Lobe sep: 118

Not a large cam but the heads do their best work below/up to .500 lift. For a standard 5.0L cam it aint to bad.
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Posted: Wed Dec 19, 2007 8:43 pm 
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That seems like such a mild cam, are you sure its not smaller than what you've already got in there? Or is it the standard cam?

Good luck with those heads. Hopefully they are casting them better than the original X303/X305 heads.

That sort of AFR at WOT for an AU V8 is pretty standard....very sad indeed.
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Posted: Wed Dec 19, 2007 11:19 pm 
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xr8ute wrote:
That seems like such a mild cam, are you sure its not smaller than what you've already got in there? Or is it the standard cam?

Good luck with those heads. Hopefully they are casting them better than the original X303/X305 heads.

That sort of AFR at WOT for an AU V8 is pretty standard....very sad indeed.


Why is everyone so paranoid about cam size? Can't be bothered getting an outdated e303 cam and then enduring never ending tuning problems like some, for what? to run a couple of tenths quicker down the 1/4 mile?

I'm quite confident it will put to shame many so called MONSTERS on this forum :twisted: .
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Posted: Thu Dec 20, 2007 12:16 am 
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Ride: 1999 XHII XR8, 2002 AU Fairmont

Power: 236 rwkw

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xr8ute wrote:
That sort of AFR at WOT for an AU V8 is pretty standard....very sad indeed.


You got that right, mates AU 220 was running well into the 11:1's on the dyno not long ago.

t2te50 mate, good luck with the build, bring it on i say, put us all to shame :D

 

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