when i had to get the GTR transported, i found patricks transport the cheapest... picked it up off the side of the road and delivered it to brisbane. i had to have it picked up immediately and they where half the price, even stored it in their yard in a shed in brisbane for about 2 wks free of charge. Would deal with them again anytime if i had to transport a vehicle.
Cheers
Noob wanting information!!
-
Al_Zhiemer
- Posts: 199
- Joined: Mon May 05, 2008 7:18 pm
- Location: Gympie, Queensland
- Contact:
Drive: 1997 Toyota Starlet... (the incognito mobile)
1985 Suzuki Mighty Boy, currently being restored.
1995 Nissan GT-R33
Why doesn't the Gene Pool have life gaurds??
1985 Suzuki Mighty Boy, currently being restored.
1995 Nissan GT-R33
Why doesn't the Gene Pool have life gaurds??
Guys thanks kindly for the replys,
Its great that you have such a wealth of knowlegde on these great cars.
If you could get a complete G10A swift. Would you basically be able to transplant all the running gear to a MB. I noticed the exhaust would have to be modified and MB Auto box subframe? Could someone please elaborate. This seems like a good compromise between installation difficulty and power/torque gain.
Its great that you have such a wealth of knowlegde on these great cars.
If you could get a complete G10A swift. Would you basically be able to transplant all the running gear to a MB. I noticed the exhaust would have to be modified and MB Auto box subframe? Could someone please elaborate. This seems like a good compromise between installation difficulty and power/torque gain.
Yes if you get a GA Swift you'll have basically everything you need.
The subframe (engine cradle) on an auto MB is wider on the gearbox side, and aligns more easily with the G10A gearbox. Apparently a Sierra engine mount is useful as a rear engine mount for this conversion. Exhaust modification is required at the J pipe to meet up with the existing exhaust system.
The subframe (engine cradle) on an auto MB is wider on the gearbox side, and aligns more easily with the G10A gearbox. Apparently a Sierra engine mount is useful as a rear engine mount for this conversion. Exhaust modification is required at the J pipe to meet up with the existing exhaust system.
F8B EFI turbo - Three pots and a snail.
ThanksThe only benefit of using the Matiz motor is that it has EFI, but the installation is more difficult.
http://www.tamon.org/forum/viewtopic.php?p=31941
Have you read this thread? It should answer your questions
http://www.tamon.org/forum/viewtopic.php?p=31941
Have you read this thread? It should answer your questions
F8B EFI turbo - Three pots and a snail.
Gday Brayden,
Thanks I have read those posts. I was just wondering if it was worth doing the F8c conversion instead of the F8b for a few of reasons.
1. More power and toqure
2. Better fueling/economy (efi)
3. Access to parts and newer motor find one with lower kays
4. 5 speed closer ratios keep the motor on the boil(I know the final OD are very similar)
Thanks
Thanks I have read those posts. I was just wondering if it was worth doing the F8c conversion instead of the F8b for a few of reasons.
1. More power and toqure
2. Better fueling/economy (efi)
3. Access to parts and newer motor find one with lower kays
4. 5 speed closer ratios keep the motor on the boil(I know the final OD are very similar)
Thanks
Those are questions you can only really answer. Basically it is an equation of cost vs effort & money + your expectations.
To simplify the maths, here's some things to consider.
- F8B drops straight in, no mods required to anything.
- F8C requires custom engine mounts, custom driveshafts, rewiring, EFI fuel lines to the tank, EFI fuel pump, new exhaust J pipe, catalytic converter... etc.
Parts for both engines/gearboxes are still readily available. The F8B is still used in brand new Indian Alto models, so there should be parts for years to come.
Basically you need to consider whether 9kw is worth the extra coin and effort. If performance is your primary goal then for all the costs/work of installing an F8C you could go with an F6A and get far more power.
As a side note, I continue to chose F8B conversions because I can drive the ute into the garage with an F5A and have it back on the street powered by an F8B in a couple of hours.
To simplify the maths, here's some things to consider.
- F8B drops straight in, no mods required to anything.
- F8C requires custom engine mounts, custom driveshafts, rewiring, EFI fuel lines to the tank, EFI fuel pump, new exhaust J pipe, catalytic converter... etc.
Parts for both engines/gearboxes are still readily available. The F8B is still used in brand new Indian Alto models, so there should be parts for years to come.
Basically you need to consider whether 9kw is worth the extra coin and effort. If performance is your primary goal then for all the costs/work of installing an F8C you could go with an F6A and get far more power.
As a side note, I continue to chose F8B conversions because I can drive the ute into the garage with an F5A and have it back on the street powered by an F8B in a couple of hours.
F8B EFI turbo - Three pots and a snail.
Thanks Brayden for your honest apprasial. Of course I too like the idea of drive in and drive out. I really would like A/c after all it is 2010 and I figure I could find a Matiz with it already and try to fit it in the M/B. I understand about the need to interchange parts and fuel lines etc... but if I had a complete Matiz to salvage from would it be a matter of just a straight swap drive shafts, wheels running gear etc and all minus of course moding engine mounts exhaust and some efi wiring and pumps...
Thankyou
and I figure I could find a Matiz with it already and try to fit it in the M/B. I understand about the need to interchange parts and fuel lines etc... but if I had a complete Matiz to salvage from would it be a matter of just a straight swap drive shafts, wheels running gear etc and all minus of course moding engine mounts exhaust and some efi wiring and pumps...Thankyou
The MB hubs have a different spline to the Matiz shafts, and the lengths are different, so you need to cut and shut them. The subframe of the F8C is also completely different, so that would take some engineering work to modify.
In reality the only thing the F8C shares in common with the F8B is the capacity. Everything else about the engines is different. So installing it into an MB is essentially the same amount of work as installing an import F6A turbo motor.
I'm not saying it is the most difficult conversion in the world, but it certainly isn't a simple weekend job.
In reality the only thing the F8C shares in common with the F8B is the capacity. Everything else about the engines is different. So installing it into an MB is essentially the same amount of work as installing an import F6A turbo motor.
I'm not saying it is the most difficult conversion in the world, but it certainly isn't a simple weekend job.
F8B EFI turbo - Three pots and a snail.
even if they could fit, u would have to still shorten the cv shafts i reckon..
From what I remember reading of someone elses conversion the hubs aren't suitable due to the placement of the tie rod receiver. But as Jermaine said the Matiz is wider than an MB, so the shafts would be too long.
F8B EFI turbo - Three pots and a snail.
So If i could get hold of a f8b motor would i use the gearbox as well due to the different ratios of the F8b as opposed to the F5a?
I assume also that if I go the option of a G10a or F6a im going to have problems with the drive shafts length and or fitment? Thanks guys
I assume also that if I go the option of a G10a or F6a im going to have problems with the drive shafts length and or fitment?
Thanks guysYes the F8B really needs the matching gearbox, radiator, manifolds and carby.
F8B EFI turbo - Three pots and a snail.