2V for a 170?

[kemdell]

G'day guys

I had originally intended to buy a 221 motor, recon it, fit a 2V head/headers, possibly a new carbie and then fit it to my XP sedan.

I was advised to make sure that the brakes could actually pull up with that lot fitted.

So I've just spent more money than I originally intended on XP Fairmont Disc Brakes/Booster/14" wheels tyres,. so funds are starting to dry up a little.

Can anyone tell me if it's worth putting a 2V head on a 170 block? Would I get any decent upgrade in performance with the above mentioned headers/carbie and possibly an electronic Diff.

Any advice would be helpful

 

[SONNY]

i think it would be a great upgrade and its definitely doing it.remember if you put it on your 170 you can get the setup sorted and if you ever want to put a 250 in it the head,carb,cables etc are already there.i say go for it

 

[fxp]

Mark,

Nope. Asked the same question myself, but it seems there are two probs.

The problem of too big a chamber is fixable (maybe),

But the enlarged inlets need a longer stroke to draw efficiently. I'd be interested to see what better brains than mine say about solving that problem with triple sidedrafts (I'm assuming it wouldn't help much at all), but that's mega expensive and if you've put the booster in the standard position in front of the drivers tower then there's no room.

If you wanted my kinda cool then the triple downdrafts would be awesome, but dear. I'm thinking progressive Weber, but I ain't looking for too much more. I can keep up with 80% on the freeway and that's all I need. Turbo 170?

Great to hear you've got the good stoppers. Doin any cosmetics? See you Sunday?

 

[aussie7mains]

Kemdell
The 221 is a good idea as they fit the xp easily with standard radiator and water pump. I wouldnt bother with the 2v head on the 170 as the haed will kill off low end torque, the ports will be too big for the small cube six.
Ive done the 221-2v route which worked rather well with a smallish carby, say a two barrel weber or similar.
The XP discs are just fine, also you may consider the ute rear drums (250mm), you might also need to consider your axle ratio, as the 3.6 litre six will prefer something around 3.25:1 with 14 inch wheels.
Only 200 six xp had ratios like that, so maybe a later diff cut down might be the go.
What transmission do you intend to run, the 221 has the bigger bellhousing compared to the earlier sixes, so all sorts are on offer.
get back to us.
A7M

 

[kemdell]

Ok, as I suspected the 2V/170 is a no go.

So I guess I have 2 choices, based on a limited budget, rebuild the current 170, mild cam etc, fit a better breathing carbie, electronic diff perhaps, already have the headers.

Not sure what extra performance would be over standard but I am not after a rocket ship just something a bit more respectable.

The other choice is to just fit a 221 and not do too much to it, they say there's no subsitute for Cubic Inches.

In relation to the 14" wheels I am guessing I can either get the standard tyres and just put up with a better crusing speed. Alternatively I could go lower profile tyres, to match the same overral tyre/wheel profile of the original 13".

I was hoping to keep the same back set up, which was one of the reasons I went for standard XP Discs rather than go 5 stud all round. I assumed that the rear Diff/axle would be okay for a marginal upgrade in power.

As for the transmission I already have the BW 35, 3 speed, I assumed it fitted/bolted straight up with the 221, is this not correct? If not the 170 upgrade might be more up my alley based on the ease, my laziness and off course the almighty dollar.

Oh and fxp (Andrew) I have a few cosmetic ideas for the old girl, including the fittting of the letter "O" at the front and yes I am there Sunday, talk to you then!!

Thanks for the comments fellas, very much appreciated.

 

[SONNY]

i still dont see the problem with fitting the 2v head to the 170

 

[addo]

Chamber size.

A 170 head is around 49CC these days. A 2V closer to 56. With a 170s low compression from the factory (less than 8:1) if you add the 2V to it, that ratio just dies. Combined with the 2V inlet port size, you'd get slight improvement, but at the expense of huge amounts of fuel.

Money would be better spent on a dual pattern cam, upgraded distributor and twin carb conversion.

 

[fxp]

I only kept the 170 because it was the original block and my car is in very original condition. If the original donk wasn't in it when I got it then 221 2v triple webers all the way

I suppose it all comes down to $. I've put over $3K into rebuilding the 170 and giving it a bigger rad (shoulda done the radiator ages ago). I still haven't done the carb, dizzy or headers yet and no cosmetics so by the time that's done I'll have put over 4 grand into the engine and I haven't spent a cent behind the flywheel. That's a lot for not much poke. But I like knowing that at least one old Falc is still getting around without a heart transplant (just major surgery).

 

[ludwig]

Dang. I thought said "2CV" and I wuzgunna trade you straight across for the small block.

 

[addo]

http://www.gruppolelatte.it/images/2cv-racing-large.jpg

How's that for a straight swap?

 

[ludwig]

Pretty good off the top of my head. But could you get the 170 home with a 2CV? I'd need a ride back.

 

[lyonsy]

hey
if your doing a rebuild on the 170 id use the 2v head.
if not use the log head with a duel pattern cam something about 20 deg extra on the inlet side to companstate for the restriction the log creates.
drift

 

[rancheroman]

For what it's worth, I installed an agrie cylinder head with 57cc chambers on my 170 and found almost 20 mph over the stock log head in the
mile. I measure all gains and losses on the mile. (land speed trials)
In my opinion any cylinder head, auzzie/argie is better than a log head.
Thats my 2 cents worth.
Paul.

 

[addo]

Did you ever use that Aussie fuel pump?

 

[rancheroman]

Sure did, set a record with it at the end of 04 or beginning of 05, can't remember for sure, (I don't have my Maxton log book at my computer)
it held 3.5 psi of fuel pressure in high gear at 6000 rpm too. It developed
a small fuel leak or more of a 'sweat' and I had to replace it. But hey
I have to give credit where credit is due. Aussie fuel pumps rock......
Paul.