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Registered:
May 2002
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Re: 3T-GZE Vs 3T-GTEU
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Wed, 03 July 2002 13:48
 
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hmm interesting ideas, but chances are if it hasn't been done then it ain't worth doing.
firstly, haven't done anything like it so i don't know from experience, but i believe that it is VERY difficult to supercharge and turbocharge (twincharge) because of piping and pressure issues etc.
stroking a 2TG would be more difficult than using a 3T block and whacking a 2TG head onto it (quite common), still gives you 1800cc, then you could always bore and stroke with an 18RG crank etc (giving 2L), but this is considered not a great move because of reducing revability (could even go to 2.2L with a 3Y crank, but thats just crazy). Theres not much involved with the 3T/2TG hybrid, just cam bearing changes, new pistons (or flycut old ones), a bit of mucking around with them.
A mate has done the worked 3T/2TG hybrid engine, bored, cams etc, cost him so far over three grand because he had to get everything top notch and re-worked otherwise it would be unreliable (whats the point of working an engine if you can't rev it passed 8000rpm  )
W series gearbox strongly advisable for any more horsepower than over stock 2TG power (around 130hp, but heard T50s have taken a lot more). W55/57/58 the goer.
The last option would be the best. Considering you have a TA22, any engine above 1600cc would need engineering/inspection for registration, especially a 3TGTE (brake, seatbelt upgrades, inspections etc) . Best option would be to buy an already converted/engineered/registered TA22 with a 3TGTE sitting in it.
Once you go turbo you can do upgrades for horsepower increases, where as working an engine to the max eventually comes to a dead end, and you can't get another power fix.
This is just my opinion, mainly goss i've heard or read, hope it helps ya.
Rob
YOTA22
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