So I have my 90 V8Q that I love much. So much infact I bought another one (originally bought it for parts but it's in such good shape I can't part it out). I've been thinking on conversions, I've mentioned it before, possibly installing a Chevy small block and 700R4 making the car RWD only. This looks possible but I'll regret giving up the Q and yes the tranny is also cooked on the parts car.
So I got to thinking about putting a 20V Turbo and Auto in it.
I know it seems counter productive, going from V8 to L5 but the V8 and the 200 are very similar even if the V8q out weighs the 200. But by my estimation it should be a relatively straight forward change over, even considering the electronics.
Anyone else really up to speed on the key elements of difference?
09-22-2004, 06:32 AM
of a T-44 that had been converted over running a small block Chevy, and therefore rear wheel drive. Check the archives under "search" to see the results.
An intriging thought is converting to a super charged Buick 3800 V-6 motor. They are side winder mounted, and rather compact size wise in the Buick Regals and the Pontiac Grand Prix, so putting it into your 90 V8Q may not be that difficult. That motor is fast; my buddy enjoys shutting down Mustang GT(s) running either the 5.0 or 4.6 V-8. He changed the supercharger belt pully to add quicker, and I think higher boost. Interesting to see if you could include Quattro in the conversion!! I don't think that the motor and trany is too expensive or difficult to locate.............Rooster
09-22-2004, 07:31 AM
If it was a quattro and you went to just RWD the rear would take a hammering. At least in a awd the torque is somewhat distributed. Good you say to go to automatic. That V6 turbo is awsome. The guy down the street has a GN and just installed a larger Turbo. I,m sure you can adapt a GM pattern on to the bellhousing. Advance Adapter is a good start. Let us know how you make out.
09-22-2004, 07:50 AM
Scott Justusson and Rob built the car using Kennedy Engineering adaptor plate to bolt an LT1 Vette motor to the 016 tranny in a 5ktq. The car is now in Colorado and still on the road.
09-22-2004, 09:28 AM
Yep, I've seen the LT1Q info, I'm really not looking to do that. Since I'm looking at replacing the tranny as well as the engine, I had thought about going with the chevy and 700R4 transmission replacement which would make the car RWD.
But, I'm leaning more toward the 20V turbo AAN motor with a replacen auto behind it.
I know pureists are gonna say go with the 5 speed convert but I really don't want to, primarily because the wife would ocassionally drive it.
09-22-2004, 09:31 AM
Yeah, that was an earlier concern if going to the chevy V8 and the 700R4 tranny, but I've been assured that the rear diff will be happy up to at least 500HP. So no worries there.
I'm still curious about replacing a V8 with the 20V turbo AAN
09-22-2004, 06:50 PM
Those 8 mm bolts to the CV and the alloy housing look iffy. But I never heard of one letting loose. Also, where else can you get a posi rear at will? The 20V engine would be lighter than the V8. Go and have fun, I still remember putting in a 1500 in my 62VW bug, nothing like doing it yourself. I know its corny but you should have seen the expression on my face when I was able to chirp the tires in 2nd gear when racing another 65 bug back in 1968. Boy, did things change!!
09-23-2004, 02:35 PM
Kennedy Engineering makes an adapter to connect the Chevy with the Audi box. Every V-8 I have seen requires too much surgury on the front end. How about a Chevy Vortec V-6, that is the same bolt pattern. Chevy is also making a DOHC I-5, haven't seen a lot of specs on that. I believe the HP is 230.
09-23-2004, 05:45 PM
Several advantages to choosing a Ford smallblock for a T44 swap..... (and yes, Kennedy does have the adaptors for this swap)
Starting with the location of the oilpump, Ford's have a front pump and old style front sump pans and pickups are easily swapped onto late EFI blocks. What this means is there's no requirement to modify the T44 crossmember. Secondary advantage is the location of the oilfilter, on the left front of the engine. Again, no worries about needing to modify anything or use a filter relocation kit.
Second advantage is specific to the 5.0/302, the engine is smaller in every dimension than a Chevy SB, and weighs less to boot. The 5.8/351 is about the same weight and size as a SB Chevy but slightly narrower at the bottom.
A large advantage is the aftermarket support for the 5.0/5.8 EFI engines meaning there is soooo many good used speed parts available for cheap. Wiring kits are available from many vendors as well as straight from Ford Racing.
My dream combo is a 5.8 truck engine with a stock GT 5.0 cam and shorty headers stuffed into a 200qAvant.
09-29-2004, 08:44 AM
CV's are a weak point. NHRA has rules on indepedent rear ends. I think it is based on times and not horsepower. Below a certain ET, you are required to have a solid rear end.