383 Holden/T700 in HQ - Aussie V8 | Holden - Ford

Justin · 27-07-2008, 08:03 PM

Thought I'd share a couple of photos of my recent holiday project; fitting a 383 stroked Holden V8 and T700R4 into my HQ sedan. All pretty straight forward, well, it was with my Brother's assistance anyway (at least HE knew what he was doing).

Had a few tranny issues but I did get to drive it before having to remove it and have it fixed. It's a huge performance improvement over the old 308 and Trimatic.

Also couldn't get the gas carb shown to work properly in the short timeframe I had - fitted a 425 as an interim. Not sure what the issue is as yet.

Justin · 28-07-2008, 08:41 PM

Engine spec is as follows:

KIETH BLACK PISTONS, HASTINGS ,FILE BACK RINGS, KING BEARINGS
ARP MAIN STUD KIT.
GROUT FILLED BLOCK TO THE BOTTOM OF WELSH PLUGS.
TORQUE PLATE BORED AND HONED. TO 30 THOU, SQUARE DECKED.
Early heads ported and fitted with L34 size valves.
Heads shaved - 51cc combustion chambers - 9.8:1 compression.
Street Terra roller rockers and ARP head bolts.
Crow 5619 cam - 226/232 @.050, .505/.522 lift. Crow lifters and 8.6" one piece pushrods, crain double valve springs.
Weiand Excelerator inlet, match-ported, tapped rear water galleries to feed converter and heater.
Technocarb 660 cfm four barrel LPG carb (currently running single Impco 425 until we can figure out how to tune the Technocarb).
Impco E and Lanzi (don't recal the model) converters (Lanzi currently disconnected - positive feed).
Natrad 3 core alloy radiator, viscous fan, factory cowl.
JP Std vol oil pump and new small nose water pump.
Bosch electronic dissy, Procomp coil.
Advance 4/2/1 headers, twin 2 1/4 system (interim system - need to improve header secondaries and middle section of the system).
CRS Trans crossmember and speedo corrector box (yet to be fitted).
Shortened 1 tonner (I think) tailshaft.
9 inch diff, 3.25 LSD.
Modified Trimatic T Bar shifter.
2500 stall converter

Drives really well off the bottom and through the mid range - yet to explore the top end as the engine only has a few hundred k's on it.

Engine turns at @ 1900rpm at 100kph.

Justin · 29-07-2008, 05:44 PM

The problem running the four barrel LPG carb was it not idling, which may have been due to a fault in the Lanzi converter, and the thing was quite unresponsive, read gutless, particularly on the secondaries.

AFR was fine according to the air/fuel meter.

Then disconnected the Lanzi positive feed converter and slipped on a sinbgle 425, as a known quantity to get the thing running. Run fine but I'm sure it isn't showing its full potential.

Justin · 17-08-2008, 01:52 PM

Visited Canberra for work and while I was there, reinstalled the repaired tranny and also the Technocarb. The tranny shifts harder than I'd like - I need to rejig the linkage ratios I think.

I simply reinstalled the Technocarb and reconnected the positive feed converter and now she runs fine. I don't know what was going on before, but it's good now. I've had dramas with the Lanzi positive feed converter continuing to prime when the ignition is turned off which I think is a spring pressure on the opening solnoid issue. I've taken the closing spring out (as it wasn't priming before). I plan on fitting a lighter spring to assist the solenoid to close.

I hope this post helps anyone with a similar setup.

Jimma · 17-08-2008, 04:59 PM

What's the part number for the X–CELerator to go on early head Holdens? How does it compare to a Torker and to a Performer? Is it somewhere between the two?

Justin · 17-08-2008, 05:25 PM

G'day Mate,

I got the Weiand Excelerator second hand from Ebay. They are no longer made new I believe. They are also branded "Lynx" - has both brands on it, don't know why.

The car is in Canberra, while I'm in QLD, so I don't have the part number ATM. When I get the car back, I'll post the part number.

The manifold is similar to an Edelbrock Torquer in that it is single plane, as against the Performer which is dual plane.

The Excelerator was recommended as better flowing than a Edelbrock Torquer, but I can't varify that.

It is quite a low manifold, so if bonnet clearance is an issue it could be a good option.

Hope this is some assistance.

Jimma · 17-08-2008, 05:55 PM

Thanks heaps mate. Quite helpful.

Dirtcowboy · 19-08-2008, 06:49 PM

Just curious how much effort it took for the T700 conversion and whats involved?

Being a trimatic before are you running an adapter plate or did you have the holes filled and the new one bored and taped?

Also where was the t700 out of as in what model car etc?

Justin · 19-08-2008, 09:05 PM

Used a later model block with the appropriate (turbo) pattern trans mount holes.

The tranny was a B&M off the shelf item - t700r4 - hydraulic not electronic contol.

28-07-2008, 08:41 PM	#2 (permalink)
Justin casual poster Trade Rating: (0) Join Date: Nov 2005 Location: SE QLD Ride: HQ Sedan - straight LPG, Kia Sorento, CBR1000F Posts: 135	Engine spec is as follows: KIETH BLACK PISTONS, HASTINGS ,FILE BACK RINGS, KING BEARINGS ARP MAIN STUD KIT. GROUT FILLED BLOCK TO THE BOTTOM OF WELSH PLUGS. TORQUE PLATE BORED AND HONED. TO 30 THOU, SQUARE DECKED. Early heads ported and fitted with L34 size valves. Heads shaved - 51cc combustion chambers - 9.8:1 compression. Street Terra roller rockers and ARP head bolts. Crow 5619 cam - 226/232 @.050, .505/.522 lift. Crow lifters and 8.6" one piece pushrods, crain double valve springs. Weiand Excelerator inlet, match-ported, tapped rear water galleries to feed converter and heater. Technocarb 660 cfm four barrel LPG carb (currently running single Impco 425 until we can figure out how to tune the Technocarb). Impco E and Lanzi (don't recal the model) converters (Lanzi currently disconnected - positive feed). Natrad 3 core alloy radiator, viscous fan, factory cowl. JP Std vol oil pump and new small nose water pump. Bosch electronic dissy, Procomp coil. Advance 4/2/1 headers, twin 2 1/4 system (interim system - need to improve header secondaries and middle section of the system). CRS Trans crossmember and speedo corrector box (yet to be fitted). Shortened 1 tonner (I think) tailshaft. 9 inch diff, 3.25 LSD. Modified Trimatic T Bar shifter. 2500 stall converter Drives really well off the bottom and through the mid range - yet to explore the top end as the engine only has a few hundred k's on it. Engine turns at @ 1900rpm at 100kph. Last edited by Justin; 29-07-2008 at 05:32 PM. Reason: forgot something

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29-07-2008, 05:44 PM	#3 (permalink)
Justin casual poster Trade Rating: (0) Join Date: Nov 2005 Location: SE QLD Ride: HQ Sedan - straight LPG, Kia Sorento, CBR1000F Posts: 135	The problem running the four barrel LPG carb was it not idling, which may have been due to a fault in the Lanzi converter, and the thing was quite unresponsive, read gutless, particularly on the secondaries. AFR was fine according to the air/fuel meter. Then disconnected the Lanzi positive feed converter and slipped on a sinbgle 425, as a known quantity to get the thing running. Run fine but I'm sure it isn't showing its full potential.

17-08-2008, 01:52 PM	#4 (permalink)
Justin casual poster Trade Rating: (0) Join Date: Nov 2005 Location: SE QLD Ride: HQ Sedan - straight LPG, Kia Sorento, CBR1000F Posts: 135	Visited Canberra for work and while I was there, reinstalled the repaired tranny and also the Technocarb. The tranny shifts harder than I'd like - I need to rejig the linkage ratios I think. I simply reinstalled the Technocarb and reconnected the positive feed converter and now she runs fine. I don't know what was going on before, but it's good now. I've had dramas with the Lanzi positive feed converter continuing to prime when the ignition is turned off which I think is a spring pressure on the opening solnoid issue. I've taken the closing spring out (as it wasn't priming before). I plan on fitting a lighter spring to assist the solenoid to close. I hope this post helps anyone with a similar setup.

17-08-2008, 04:59 PM	#5 (permalink)
Jimma casual poster Trade Rating: (0) Join Date: Nov 2006 Location: Melbourne Ride: VC Posts: 100	What's the part number for the X–CELerator to go on early head Holdens? How does it compare to a Torker and to a Performer? Is it somewhere between the two?

17-08-2008, 05:25 PM	#6 (permalink)
Justin casual poster Trade Rating: (0) Join Date: Nov 2005 Location: SE QLD Ride: HQ Sedan - straight LPG, Kia Sorento, CBR1000F Posts: 135	G'day Mate, I got the Weiand Excelerator second hand from Ebay. They are no longer made new I believe. They are also branded "Lynx" - has both brands on it, don't know why. The car is in Canberra, while I'm in QLD, so I don't have the part number ATM. When I get the car back, I'll post the part number. The manifold is similar to an Edelbrock Torquer in that it is single plane, as against the Performer which is dual plane. The Excelerator was recommended as better flowing than a Edelbrock Torquer, but I can't varify that. It is quite a low manifold, so if bonnet clearance is an issue it could be a good option. Hope this is some assistance.

17-08-2008, 05:55 PM	#7 (permalink)
Jimma casual poster Trade Rating: (0) Join Date: Nov 2006 Location: Melbourne Ride: VC Posts: 100	Thanks heaps mate. Quite helpful.

19-08-2008, 06:49 PM	#8 (permalink)
Dirtcowboy casual poster Trade Rating: (0) Join Date: Apr 2008 Location: Nth Brisbane Ride: WB one tonner + HJ style side Posts: 137	Just curious how much effort it took for the T700 conversion and whats involved? Being a trimatic before are you running an adapter plate or did you have the holes filled and the new one bored and taped? Also where was the t700 out of as in what model car etc?

19-08-2008, 09:05 PM	#9 (permalink)
Justin casual poster Trade Rating: (0) Join Date: Nov 2005 Location: SE QLD Ride: HQ Sedan - straight LPG, Kia Sorento, CBR1000F Posts: 135	Used a later model block with the appropriate (turbo) pattern trans mount holes. The tranny was a B&M off the shelf item - t700r4 - hydraulic not electronic contol.

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