Vauxhall XE Engine Conversion
Posted: Thu Nov 03, 2005 8:50 am
Its been a long time waiting, but I've taken 3 days off work to actually get my hands dirty.<br>
<br>
I thought I'd start a diary of how it goes, this is likely to go on for months (knowing me possibly years!). Hopefully it'll be useful to anyone else contemplating fitting an alternative engine.<br>
<br>
Firstly I've been collecting all the necessary parts for the last 6 months via ebay, relatives, friends, friends of friends and various motorsport suppliers.<br>
<br>
The end result will hopefully be a dolomite with bullet proof engine reliability which will be quicker and a lot lighter on its feet than it ever was on Triumph power. It should also be fairly economical to do as there are plenty of these engines available for peanuts. <br>
<br>
There are some challenges in getting it to all work but I'm sticking my neck out and going for it.<br>
<br>
Basically the car will be fitted with an early Vauxhall C20XE 2 litre twin cam engine as fitted to 16 valve astras, calibras and cavaliers. The fact that a vauxhall somewhere has died so I can uses its engine makes it all the more worthwhile.<br>
<br>
The easy option would be to fit a mechanical dizzy, some 45's and off you go. I've decided thats just too easy, and I'll be fitting a DIY engine management system using a Megasquirt'n'edis system controlling spark via a ford wasted spark ignition system and fuelling via a set of 42mm throttle bodies from a Yamaha R1 mounted on a specially fabricated manifold. For an extra bit of fun I've got a Nitrous Oxide injection system which will work via a fogger jet in the inlet plenum jetted to give about 30bhp boost. With the NOS and properly tuned up engine management the engine should be capable of producing something in the region of 210 - 230BHP.<br>
<br>
Why bike Throttle bodies? Firstly the aftermarket throttle bodies are stupid amounts of money for what they are. A throttle body is not much more than a cast tube with a butterfly in it, much more simple than a carb, yet the suppliers want to charge from 700 to 1500 quid for a set. The bike bodies cost me £30 on ebay. No contest there! <br>
<br>
However I'll get onto that in more detail some other time. This weeks aim is to get the engine ready for transplant and hopefully get the engine mounts sorted and welded to the chassis. <br>
<br>
Yesterday afternoon was spent sorting parts out and swapping sumps. The sump on a standard XE engine sits the wrong was round for a Dolly subframe, so I sourced a steel sump and oil pick up pipe which came from an XE powered Talbot Sunbeam rally car. This was a simple matter of unbolting the standard sump/pipe and fitting the new. Whilst the sump was off I also removed the windage tray to give access to the big ends for inspection and to replace the standard crappy GM con rod bolts with some nice ARP bolts. £60 is a lot of cash for 8 bolts but they do mean the engine should stay together at 8000 rpm plus if I want it too. They are a doddle to fit - the instructions say it may be necessary to chamber the conrod cap holes to enable the bolts to fit properly but mine fitted without any need for modification. They have to be torqued up to 32lbft, loosened and retorqued 3 times to allow for bolt stretch. The bearings are all in good condition so no need to replace anything else. Thats the only mechanical mods I'm making to the engine - these engines were in a state of detune when fitted to road cars so there shouldnt be any need to change cams or anything else to get what I want out of it. <br>
<br>
The early engines like mine also have nice light flywheels and forged Mahle pistons as standard. The later engines use cheaper GM components designed to reduce noise and emissions rather than optimise power. <br>
<br>
I'll post an update on the weekend with some photos provided i dont drop the engine on my foot or something else typically me.<br>
<br>
Please no 'why didnt you use a Dodge Viper V10 instead' posts.<br>
<br>
Graeme
<p><!--EZCODE LINK START--><a href="http://www.smifter1971.pwp.blueyonder.c ... >Smifter's Dolomite Sprint Website</a><!--EZCODE LINK END--><br>
<br>
Featherweight 1974 Dolomite Sprint - Soon to be XE'd, NOS'd, Megasquirted and 5 linked Lash up to scare myself (and my wallet) senseless<br>
<br>
2004 Smart Roadster (company car!!) - 698cc of turbo'd adrenaline fuelled rollerskate - destined to classic status thanks to Daimler Chrysler bean counters.<br>
<br>
1997 Audi A4 2.6 to chill out after the above and fill with baby products.....<br>
<br>
2005 Trek 1400 (ok its not a car but still fast) - <br>
a bit like Lance Armstrong but slower and fatter</p><i></i>
<br>
I thought I'd start a diary of how it goes, this is likely to go on for months (knowing me possibly years!). Hopefully it'll be useful to anyone else contemplating fitting an alternative engine.<br>
<br>
Firstly I've been collecting all the necessary parts for the last 6 months via ebay, relatives, friends, friends of friends and various motorsport suppliers.<br>
<br>
The end result will hopefully be a dolomite with bullet proof engine reliability which will be quicker and a lot lighter on its feet than it ever was on Triumph power. It should also be fairly economical to do as there are plenty of these engines available for peanuts. <br>
<br>
There are some challenges in getting it to all work but I'm sticking my neck out and going for it.<br>
<br>
Basically the car will be fitted with an early Vauxhall C20XE 2 litre twin cam engine as fitted to 16 valve astras, calibras and cavaliers. The fact that a vauxhall somewhere has died so I can uses its engine makes it all the more worthwhile.<br>
<br>
The easy option would be to fit a mechanical dizzy, some 45's and off you go. I've decided thats just too easy, and I'll be fitting a DIY engine management system using a Megasquirt'n'edis system controlling spark via a ford wasted spark ignition system and fuelling via a set of 42mm throttle bodies from a Yamaha R1 mounted on a specially fabricated manifold. For an extra bit of fun I've got a Nitrous Oxide injection system which will work via a fogger jet in the inlet plenum jetted to give about 30bhp boost. With the NOS and properly tuned up engine management the engine should be capable of producing something in the region of 210 - 230BHP.<br>
<br>
Why bike Throttle bodies? Firstly the aftermarket throttle bodies are stupid amounts of money for what they are. A throttle body is not much more than a cast tube with a butterfly in it, much more simple than a carb, yet the suppliers want to charge from 700 to 1500 quid for a set. The bike bodies cost me £30 on ebay. No contest there! <br>
<br>
However I'll get onto that in more detail some other time. This weeks aim is to get the engine ready for transplant and hopefully get the engine mounts sorted and welded to the chassis. <br>
<br>
Yesterday afternoon was spent sorting parts out and swapping sumps. The sump on a standard XE engine sits the wrong was round for a Dolly subframe, so I sourced a steel sump and oil pick up pipe which came from an XE powered Talbot Sunbeam rally car. This was a simple matter of unbolting the standard sump/pipe and fitting the new. Whilst the sump was off I also removed the windage tray to give access to the big ends for inspection and to replace the standard crappy GM con rod bolts with some nice ARP bolts. £60 is a lot of cash for 8 bolts but they do mean the engine should stay together at 8000 rpm plus if I want it too. They are a doddle to fit - the instructions say it may be necessary to chamber the conrod cap holes to enable the bolts to fit properly but mine fitted without any need for modification. They have to be torqued up to 32lbft, loosened and retorqued 3 times to allow for bolt stretch. The bearings are all in good condition so no need to replace anything else. Thats the only mechanical mods I'm making to the engine - these engines were in a state of detune when fitted to road cars so there shouldnt be any need to change cams or anything else to get what I want out of it. <br>
<br>
The early engines like mine also have nice light flywheels and forged Mahle pistons as standard. The later engines use cheaper GM components designed to reduce noise and emissions rather than optimise power. <br>
<br>
I'll post an update on the weekend with some photos provided i dont drop the engine on my foot or something else typically me.<br>
<br>
Please no 'why didnt you use a Dodge Viper V10 instead' posts.<br>
<br>
Graeme
<p><!--EZCODE LINK START--><a href="http://www.smifter1971.pwp.blueyonder.c ... >Smifter's Dolomite Sprint Website</a><!--EZCODE LINK END--><br>
<br>
Featherweight 1974 Dolomite Sprint - Soon to be XE'd, NOS'd, Megasquirted and 5 linked Lash up to scare myself (and my wallet) senseless<br>
<br>
2004 Smart Roadster (company car!!) - 698cc of turbo'd adrenaline fuelled rollerskate - destined to classic status thanks to Daimler Chrysler bean counters.<br>
<br>
1997 Audi A4 2.6 to chill out after the above and fill with baby products.....<br>
<br>
2005 Trek 1400 (ok its not a car but still fast) - <br>
a bit like Lance Armstrong but slower and fatter</p><i></i>
