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  1. #31
    Do you ever leave? 308HG's Avatar
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    if you want an exhaust, to get it quieter. ebay. i found one- 2 1/2 single for 180 delivered. fitted easily, louder than stock, but not ,loud. it's redback brand.

    maybe do that, then get all the stuff you want.
    p.b. 10;78@ 123.19mph. never late with a 308

  2. #32
    Do you ever leave? 308HG's Avatar
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    after looking at the facebook deal, just go round n see him.

    my mate dave's vn runs 10's with dual 2 1/2, into single 3, its pretty loud now.
    theres a thread on here, written by paul355, check that out.
    p.b. 10;78@ 123.19mph. never late with a 308

  3. #33
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    Finally decided to check out why it was always running cold, it had no thermostat in it like originally thought, put a thermostat in there.

    Waiting on the bit silicon to set overnight around thermostat housing before I top the system up, then I'll fill it back up, bleed the system and see how we go.

    I took it through heavy traffic in ambient temps of around 35 degrees recently, it got to about half way up the gauge.

    Lets see how we go.
    Last edited by Daymoe; 09-12-2017 at 03:14 PM.

  4. #34
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    We've dropped from 17.5L/100km to about 14.5/15L 100km so thats a success, temp gauge sits on about 1/4 up to 1/2 depending on if sitting in traffic or just going down the highway.

    Out of curiosity, can you use VT heads on the VS engine? Its got a smaller combustion chambers which should net a nice small increase in compression.
    Last edited by Daymoe; 16-01-2018 at 03:44 PM.

  5. #35
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    Good to hear.

    Yes you can use by heads on the vn-Vs model 304ís. With VT heads youíll achieve somewhere around 9:1 static comp ratio which should give a noticeable increase in responsiveness and torque from an relatively stock engine

  6. #36
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    I just missed out on a pair of new old stock VT Commodore cylinder heads I saw on Ebay, they sold while I was thinking about buying!

    Ah well,

    Is it worth buying them like this:

    https://www.ebay.com.au/itm/HOLDEN-V...oAAOSw-09aH4rS

    Or just hitting up a wrecker for a set of second handies and having them recoed?

    Whats it worth to get the NOS ones fitted with new springs and valves? I'm guessing the LT1 springs would be the go with the forced induction plans just to keep it safe?

  7. #37
    Part of the furniture gtrboyy's Avatar
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    For 500-1000 should be able to buy long motor off gumtree or fb

  8. #38
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    I've ordered the patch loom for the Wolf V550 to suit the car, so it just plugs in.

    Is going in for birthday to get some servicing and some other small stuff sorted soon, once that is done the exhaust will be first port of call for mods, I'll keep the HSV headers, go either twin 2.25 or 2.5" from HSV headers back, twin cats with a H pipe then we'll look at cam and VT heads next with the Wolf V550 installed and tuned.
    Last edited by Daymoe; 09-02-2018 at 10:09 PM.

  9. #39
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    Quote Originally Posted by Daymoe View Post
    I've ordered the patch loom for the Wolf V550 to suit the car, so it just plugs in.

    Is going in for birthday to get some servicing and some other small stuff sorted soon, once that is done the exhaust will be first port of call for mods, I'll keep the HSV headers, go either twin 2.25 or 2.5" from HSV headers back, twin cats with a H pipe then we'll look at cam and VT heads next with the Wolf V550 installed and tuned.
    Mate u have a vs 5.0 therefore u already have vt heads, same thing

  10. #40
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    Quote Originally Posted by tokes_Vhdrift View Post
    Mate u have a vs 5.0 therefore u already have vt heads, same thing
    VT has smaller combustion chamber don't they - small compression increase?

  11. #41
    Part of the furniture Deuce.'s Avatar
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    Quote Originally Posted by Daymoe View Post
    VT has smaller combustion chamber don't they - small compression increase?
    Vn to vs is around 64cc.
    Vt and vs series3 (all roller blocks) are around 58cc

  12. #42
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    Quote Originally Posted by Daymoe View Post
    VT has smaller combustion chamber don't they - small compression increase?
    Yes, vs series 3 heads are same as vt.

  13. #43
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    I don't think its a VSIII - thats only the utes it was a mistake on my original post its a 1997 VSII Caprice.

  14. #44
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    Ok so car is in workshop awaiting birthday, its being lifted back up a little as its slammed (going to FE2 type suspension, a little lower but not slammed), new shocks all around, new lower control arms, caster rods, etc.

  15. #45
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    I've bought an Eaton M122 Supercharger, take off from a GT500 Mustang, they seem to remove them to fit Kenne Belle/TVS superchargers as an upgrade and theres heaps of the M122's kicking about, I'm awaiting for it to arrive from the states.

    I've noticed a workshop on social media called Barnett Performance Engineering who is doing a lot of work with older cars and superchargers:

    https://www.facebook.com/BarnettPerf...ing/?ref=br_rs

    I'll contact them and see if they can make a manifold, pulley and tensioner to suit 304 and Eaton M122 supercharger.

    I have the Wolf V550 sitting about waiting to go in, car is in workshop and will have Walbro 255 fitted which should take care of fuel requirements in the interim, I'll need to upgrade injectors too I guess.

    Camshaft, I have decided on Camtech CT248-532(a) camshaft to suit:

    http://www.camtechcams.com.au/hold_sb_304_hyd.html

    I'll probably need to do valve springs, are the LT1 springs drop in or does the head require machining and work anyway?

    I was tossing up between centrifugal or positive displacement setup, I figure these things in stock form don't really like turning really high RPM and positive displacement will give me a nice torquey setup under the curve from low RPM, so positive displacement was the way to go but I wasn't sure about Yellaterra and their 1600 kit being too small even though its a better more efficient supercharger.

    I figure I could do it for less than the Yellaterra kit but more than the Centrifugal kit and have a slightly larger charger giving me some growth room if I want to go 355/383 bottom end at some point when the 304 gets tired and flogs out as well as have the 4L60E built into a 4L75E which should be able to deal with more torque.

    I want to limit RPM to 5000-5500 RPM - hopefully that way even with a build we don't have to worry about 4 bolt mains conversions etc.
    Last edited by Daymoe; 08-04-2018 at 02:37 PM. Reason: More details.

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