20XE (red top) in a Vixen ?
Discussion
Here in NZ, I think I have found an old Opel with a 20XE in it, and reckon it would be a better bet than the current Cologne 2.8.
First of all it's unleaded, it's a lot lighter, almost as powerful, and with a bellhousing will bolt right up to the existing type 9 5 speeder ?
Cologne is OK, but it's long in the tooth, car is nose heavy, but good in a straight line.
Wot Ya reckon ?? I think it will look a lot better, and a great engine for tuning.
Good idea ? It's still a bit heavier then the original 1600 lump, but should be fun.
Opinions please, either way.
First of all it's unleaded, it's a lot lighter, almost as powerful, and with a bellhousing will bolt right up to the existing type 9 5 speeder ?
Cologne is OK, but it's long in the tooth, car is nose heavy, but good in a straight line.
Wot Ya reckon ?? I think it will look a lot better, and a great engine for tuning.
Good idea ? It's still a bit heavier then the original 1600 lump, but should be fun.
Opinions please, either way.
Yes , it can be done and it transforms a car IMO to a very useable, can-do-all type of vehicle. Pottering along in heavy traffic, long journeys, full attack track days to 7000 rpm plus, all no problem. The type 9 bolts as you say to it with one of the aftermarket bellhousings available, there is room for a nice exhaust, the engine looks the part, and it is unbursteable. I use a Manta RWD sump and an remote oil cooler, a Polo radiator and a individual throttle body set up and all fits nice under the bonnet and in the chassis, even the mounts were quite easy to make. 
I'll put it tomorrow on the ramp and make some detailed photos for you. If there are any specific areas of the installation you want to see, let me know. All is pretty tight but it fits. Total mass was posted in another thread, but I'll copy it here:
TVR Vixen S2 with xflow and dual webers, 4 speed, 780 kg wet
TVR Vixen S2 (same car, after engine swap) with Vauxhall Redtop and type 9, 790.5 kg wet (FL 189, FR 212, RL 194, RR 195.5)
Wet means here with 20 litres of fuel and all other fluids, no driver.
I think the standard induction system will probably foul the bonnet.
Also the oil filter is tight, it now uses a Daewoo shallow filter and sandwich plate for the oil cooler. A remote oil filter and take off plate is probably your best bet but you are right, it might foul a RHD car. Dry sump would be really nice but will add to costs.
Tuning as you say is really easy, they respond really well to induction, exhaust and camshaft changes.
My car now runs exactly double power compared to originally ;-)
The best thing for me is that it has torque in the low and midrange untypically for a 16V engine, and with the ITB set up the throttle response is instantanously. It pulls like a locomotive and due to its low weight and nice gear ratio's it surprises a lot of the modern sportcars on the road;-)
TVR Vixen S2 with xflow and dual webers, 4 speed, 780 kg wet
TVR Vixen S2 (same car, after engine swap) with Vauxhall Redtop and type 9, 790.5 kg wet (FL 189, FR 212, RL 194, RR 195.5)
Wet means here with 20 litres of fuel and all other fluids, no driver.
I think the standard induction system will probably foul the bonnet.
Also the oil filter is tight, it now uses a Daewoo shallow filter and sandwich plate for the oil cooler. A remote oil filter and take off plate is probably your best bet but you are right, it might foul a RHD car. Dry sump would be really nice but will add to costs.
Tuning as you say is really easy, they respond really well to induction, exhaust and camshaft changes.
My car now runs exactly double power compared to originally ;-)
The best thing for me is that it has torque in the low and midrange untypically for a 16V engine, and with the ITB set up the throttle response is instantanously. It pulls like a locomotive and due to its low weight and nice gear ratio's it surprises a lot of the modern sportcars on the road;-)
Fantastic !! thanks.
A view sort of overhead as mush as poss (gives me an idea of how it fits in with wheel covers, heater, pedal box, etc)
and around oil filter (for RHD worries !!), and an underneath/engine mounts etc, would be brilliant.
The Cologne is nice for low and midrange, not as good as an old school Essex 3.0 for torque (not sure if you got those, may have just been UK),
but.....
The red top is damn close on bhp and torque, even in standard trim....and I know they had an excellent reputation for low/mid range torque compared to other DOHC lumps. Here's hoping the one I'm going to look at is in reasonable condition.....
A view sort of overhead as mush as poss (gives me an idea of how it fits in with wheel covers, heater, pedal box, etc)
and around oil filter (for RHD worries !!), and an underneath/engine mounts etc, would be brilliant.
The Cologne is nice for low and midrange, not as good as an old school Essex 3.0 for torque (not sure if you got those, may have just been UK),
but.....
The red top is damn close on bhp and torque, even in standard trim....and I know they had an excellent reputation for low/mid range torque compared to other DOHC lumps. Here's hoping the one I'm going to look at is in reasonable condition.....
I like period correct engines, in older cars, preferably, with period speed accessories.
Even so, I once worked on a nice '34 Ford Phaeton, that we converted to 59AB power, with Offenhauser heads, triple down-draught Strombergs, beehive oil cooler, you get the idea.
Best regards,
Bernard.
Even so, I once worked on a nice '34 Ford Phaeton, that we converted to 59AB power, with Offenhauser heads, triple down-draught Strombergs, beehive oil cooler, you get the idea.
Best regards,
Bernard.
Slow M said:
I like period correct engines, in older cars, preferably, with period speed accessories.
Best regards,
Bernard.
Period performance stuff - great and can still turn up at auto jumbles as no one has any idea what the parts fit.Best regards,
Bernard.
I found an Austin 7 Speedwell inlet manifold that was thought to be for a lawnmower. Mind you an A7 isn't so different!
ephemera said:
I'll put it tomorrow on the ramp and make some detailed photos for you. If there are any specific areas of the installation you want to see, let me know. All is pretty tight but it fits. Total mass was posted in another thread, but I'll copy it here:
TVR Vixen S2 with xflow and dual webers, 4 speed, 780 kg wet
TVR Vixen S2 (same car, after engine swap) with Vauxhall Redtop and type 9, 790.5 kg wet (FL 189, FR 212, RL 194, RR 195.5)
Wet means here with 20 litres of fuel and all other fluids, no driver.
I think the standard induction system will probably foul the bonnet.
Also the oil filter is tight, it now uses a Daewoo shallow filter and sandwich plate for the oil cooler. A remote oil filter and take off plate is probably your best bet but you are right, it might foul a RHD car. Dry sump would be really nice but will add to costs.
Tuning as you say is really easy, they respond really well to induction, exhaust and camshaft changes.
My car now runs exactly double power compared to originally ;-)
The best thing for me is that it has torque in the low and midrange untypically for a 16V engine, and with the ITB set up the throttle response is instantanously. It pulls like a locomotive and due to its low weight and nice gear ratio's it surprises a lot of the modern sportcars on the road;-)
What diff are you running? TVR Vixen S2 with xflow and dual webers, 4 speed, 780 kg wet
TVR Vixen S2 (same car, after engine swap) with Vauxhall Redtop and type 9, 790.5 kg wet (FL 189, FR 212, RL 194, RR 195.5)
Wet means here with 20 litres of fuel and all other fluids, no driver.
I think the standard induction system will probably foul the bonnet.
Also the oil filter is tight, it now uses a Daewoo shallow filter and sandwich plate for the oil cooler. A remote oil filter and take off plate is probably your best bet but you are right, it might foul a RHD car. Dry sump would be really nice but will add to costs.
Tuning as you say is really easy, they respond really well to induction, exhaust and camshaft changes.
My car now runs exactly double power compared to originally ;-)
The best thing for me is that it has torque in the low and midrange untypically for a 16V engine, and with the ITB set up the throttle response is instantanously. It pulls like a locomotive and due to its low weight and nice gear ratio's it surprises a lot of the modern sportcars on the road;-)
Pictures see below. Some comments:
I placed the assembly as far backwards as possible
Hydraulic clutch operation done with pull instead of push slave cylinder
Distributor hole blanked
Charade alternator used
Gear lever position ideal
Differential is standard, rebuilt unit. Max torque of the redtop is around 25-40% higher than a tuned xflow, so not in the realms of V8 conversions (which sometimes also run the Triumph diff). I don't over-tyre this car, just 185/65R15 Yoko C-drives.
If you have any other questions, let me know.
Maybe we should replace the L-shaped spark plug cover with something more 'period' ;-)
I placed the assembly as far backwards as possible
Hydraulic clutch operation done with pull instead of push slave cylinder
Distributor hole blanked
Charade alternator used
Gear lever position ideal
Differential is standard, rebuilt unit. Max torque of the redtop is around 25-40% higher than a tuned xflow, so not in the realms of V8 conversions (which sometimes also run the Triumph diff). I don't over-tyre this car, just 185/65R15 Yoko C-drives.
If you have any other questions, let me know.
Maybe we should replace the L-shaped spark plug cover with something more 'period' ;-)
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