Heads, blocks, and turbos

[Tony Hoffman]

Fun, maybe, if you can get it to work. The problem with 10V to 20V
configurations is compression ratios. For instance, putting a naturally
aspirated 20V head on a JT yeilds about 6:1 compression. Because the 20V
uses the head for more of the combustion chamber. Of course, you can combat
this with a Huge turbo, but the low end will be seriously lacking. I have
seen several JT's turbo'd using 10V turbo stuff over the years, and rode in
one. I will have to say that was a pretty good comprimise. the one I rode in
was set to 4psi. Doesn't sound like much, but it makes a huge difference. He
ran it on pump gas, as a daily driver. Anyhow, these conversion parts are
getting pretty cheap and easy to find, so on a budget you can make a quick
car without too many sacrifices. And, you get to keep the torque you
currently have off boost.

Huw pretty much covered the other things you will run into.

Tony Hoffman



> Another difference you'll find is that some blocks are fitted with oil
> squirters that spray the back of the piston (and cool it) - typically,
> the turbo engines and the high compression 2.3's.
>
> The JT does not have these, which I would consider a drawback to
> seriously upping the power.
>
> Also, the 10v and 20v heads are not interchangeable except for bolting
> on to the block - you have to have the right manifolds.
>
> That said, if you have those 10vt parts, dropping them on top of your JT
> block (saving the work of engine removal?) would probably be fun, at
> least.
>