ok i just want 2 know if i put say tj tl magna 3.5 heads on my 3.0 te bottom end will this work ? is thier any bigger ports valves compared to the 3.0 any info would be great :?

Why would you want to do that?

more flow = more hp more fuel = more hp = bigger heads = more hp i think i just want to know would i get any power diff with 3.5 heads on a 3.0 oh and then i can say well booya has not done that yet so i better get in before him :lol: only jk booya

...oh and then i can say well booya has not done that yet so i better get in before him

Heh heh... that's worth it then.

Dunno hey. I doubt that the heads would have changed much if any. The 6G74 is a stroked version of the 6G72 so I would expect that the pistons are travelling a further distance towards the crank shaft as opposed to the heads being larger or deeper.

The cylidner heads between the 3.0 and 3.5 are exactly the same cylidner had.

The only difference is that the 3.0 camshafts run the same specs as teh 3.5 but here is the key thing

one of the camshafts has a different dowel pin and machined fitting on the back fo the camsahft for the distibutor compared to the 3.5 camshafts.

this is due to the height difference in teh engine block so if you do use 3.0 heads on teh 3.5 engine you need to use the 3.5 cams or alternativly if you use the 3.5 engin eblock and bolt on the 3.0 heads, you stil lneed to change the camshafts.

Also the intake manifold is different due to the large V pattern.

We found this out when we first started sending camshafts to the 3.0 boys in the galant / eclipse in the USA and had to return all of the camsahfts and make new specific 3.0 cams on one side with the fittings in a different position - literally 45 degrees difference only on the dowel pin and the distributor machined fitting angle on teh back of the camshaft.

thanks for that i need new cam shafts how much are the stg 2 and will it make a stock 3.0 go any harder with manual

The camshafts you need to PM / email me for pricing but with stage 2 camshafts you need new valev springs as well to cope with the extra lift and duraiton. Stock valve sprigns will get coil bind.

Unless your car is heavily modified the stage 2 camshaft is not recomended as you will need computer modifcaitons to run them properly.

Stage 1 camsahfts are a preferred camshaft improvement as no valve springs are required, and no computer modifications are requried.

They are the same price as stage 2 or 3 cams for that matter.

They are also in stock at all times.

David THomas

Did you get this idea from the old EH and EK holdens? When guys had the old 202 blocks, they would put on a 186 head to increase compression with an obvious result. My old man used to have this shitbox torana and had 2 much time on his hands one wknd, went to the wrecker and got a 186 head for bugger all, threw it on and made a huge inprovement. like 3 months later the rings almost let go and he sold it to some punter for $500 unseen.

Yeah, I used to own an old EK with the original 138 in it. Cracked my head so started lookin at the Yella-terra ones. A good (& kind) mechanic told me to stay away unless I was modding the rest as well. Would shows heaps of gain but also blow my rings within 6mths - this is what the HQ/Torana guys found out back in the 70's/80's.

The camshafts you need to PM / email me for pricing but with stage 2 camshafts you need new valev springs as well to cope with the extra lift and duraiton. Stock valve sprigns will get coil bind.

Unless your car is heavily modified the stage 2 camshaft is not recomended as you will need computer modifcaitons to run them properly.

Stage 1 camsahfts are a preferred camshaft improvement as no valve springs are required, and no computer modifications are requried.

They are the same price as stage 2 or 3 cams for that matter.

They are also in stock at all times.

David THomas
hey dave, what sort of increases would you expect to see from stage 1 cams? what sort of an effect are they gonna have and will they amplify the gains from other mods?

Stage 1 camshafts are primarily designed to improve throttle response, low rpm torque and mid range acceleration with a slight improvement in top end power as well.

Think of them as an all rounder camshaft.

Any camshaft feeds off external modificatins and alwaysc omplements them by far.

No set HP gain every car is different according to what mods are done and the level of tune on the car.

thanks dave. i think ill definately be investing in a couple soon. also, what do you reckon the chances are of an insurance assesor noticing the difference?

thanks dave. i think ill definately be investing in a couple soon. also, what do you reckon the chances are of an insurance assesor noticing the difference?

Stage 1? Buckly's

Stage 2? Might be noticeable.

Hmmm stage 2, so long he does not hear the car running or if it is he is at least a km away lol

oh and then i can say well booya has not done that yet so i better get in before him :lol: only jk booya


:lol: :lol:

*gets on the phone to dallas*

tee hee

Hmmm stage 2, so long he does not hear the car running or if it is he is at least a km away lol

Hahaha... you mean it's not a diesil?

Then he wil freak as it would be an obvoius mod. Could always get a deaf assessor.

For the non-mechanical minded - how much effort (for my mechanic - not me) would it take to change to stage 1 cam?
ie. remove & fit cost or how much of the engine needs to be taken apart or how much effort (hrs). (Just a guess will do)
Is there anything else to be mindful of - any other need to have mods, changes, tips, hints, etc.

It is a lot of work to change camshafts at least 6 hours work.

Not something to do yourself.
Qaulified mechanic only I am afraid.

How much is idle affected by stage 2 cams?

(Funny how we want performance but are still worried about comfort etc :lol: )

How much is idle affected by stage 2 cams?

(Funny how we want performance but are still worried about comfort etc :lol: )

haha. maybe for some! i had to deal with no cruze control if i wanted the twin t/b setup!! ahahha. and boy, wasnt it a dodgy trip back to NT from MM :lol:

The stage 2 cams still have a fairly smooth idle but up around 950 rpm instead of our accustomed 740 rpm.

Is that manually changing the idle controller or just a by product of the change in cam profile?

The stage 2 cams still have a fairly smooth idle but up around 950 rpm instead of our accustomed 740 rpm.

but mine already idles around 900 :?

we tried the factory 750rpm idle and it was a slug!! berrrrrrrr.....

[quote:8165d90291="Mitsiman"]The stage 2 cams still have a fairly smooth idle but up around 950 rpm instead of our accustomed 740 rpm.

but mine already idles around 900 :?

we tried the factory 750rpm idle and it was a slug!! berrrrrrrr.....[/quote:8165d90291]

Dude -yours is a slug under 2 grand as it is!!

Manual

The idle speed is altered via the air bleed bypass and mixture levels.

IT is also helped by the air flow meter metering the air and smoothing it out.

Did you get this idea from the old EH and EK holdens? When guys had the old 202 blocks, they would put on a 186 head to increase compression with an obvious result. My old man used to have this shitbox torana and had 2 much time on his hands one wknd, went to the wrecker and got a 186 head for bugger all, threw it on and made a huge inprovement. like 3 months later the rings almost let go and he sold it to some punter for $500 unseen.

sort off well dad mucks around with chargers and he put hemi 245 on hemi 265 block and it went hell a lot harder so wondering would it work with the 3.0 magna engines

Mitsiman mentioned that the heads on the 3.0 were the same as the 3.5. As the 3.5 has a longer stroke and more importantly a bigger bore. Wouldnt the head have to be different ? Not claiming to be an expert here, just wondering

Nigel

Mitsiman mentioned that the heads on the 3.0 were the same as the 3.5. As the 3.5 has a longer stroke and more importantly a bigger bore. Wouldnt the head have to be different ? Not claiming to be an expert here, just wondering

Nigel

I was thinking the same actually. Dunno. Think I might ask MMAL.

The heads are exactly the same as the cobustion chamber on teh ehas is smaller than the bore size as it has a flat squish band which matches the dish shape in the piston.

So the 3.0 and 3.5 pistons have teh same squish band in teh piston crown to match the same cylinder head.

Mitsiman,

Thanks for the explanation, just finished reading an old Repco engine manual where it talked pretty in depth about squish bands. so from what you are saying the 3.0 l donk has a bigger squish band than the 3.5.

nigel

Its hard to describe but essentially the cylinder heads have a small dish shaped hole where the valves are located and then on either side have large flat area's which is where teh compression is raised which sits over the bore.

The difference between the 3.0 and 3.5 is that the 3.5 has more of a flat section covering the bore.

The pistons themselves are also dished inwards which has teh same shape as the combustion chamber so that it creates a small round bowl area for turbelance etc.

So to clarify, no the 3.0 and 3.5 have the same squish band etc.

Its hard to talk about without seeing the product.