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Thread: 4AGE cams......choices, dyno results and discussions!!!

  1. #41
    Moderator Sam-Q's Avatar
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    Quote Originally Posted by Wally View Post
    Nice posts Frak!

    Just wondering, I'll basically have this setup you posted "This set of runs are from a 16v small port, 100kw MAP ecu, AE111 quads and velocity stacks, 4-2-1 headers, 2 inch exhaust, 264 HKS inlet/exhaust cams and optimised cam timing via vernier sprockets, TRD thin head gasket, light weight flywheel"

    I will be running the same (HKS 264 8.1 cams, Quads, 4-2-1 headers, adj cam gears, etc) as above with addition of an Aftermarket ECU (Microtech LT10s), GZE injectors and 2.25" exhaust, also I have smallport bottom end and bigport top. I will not have a lightened flywheel yet though.

    Reckon I'll see much more increase over the results you posted?

    I'd love to get an extra 10rwkw from the difference I will be running to hit 100rwkw, would like to hear some thoughts based on Fraks results / other previous experience.

    fingerscrossed lol.

    Cheers
    as I understand lightened flywheels only gain power on high ramp rates and not on normal power runs. Also you just cant compare dyno runs unless they are on the same dyno with the weather correction in place. You could already have the same as his without knowing it.
    My website: SQ Engineering - 4AGE and 3SGE upgrade/replacement parts

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  • #42
    Veteran slide86's Avatar
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    *title of thread changed*

    awaits GZE dyno results

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    Senior Member Slimer86's Avatar
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    Going back to the question of having an inline "surge tank" for the Quads to improve manifold pressure for the ecu, my friends engine has one inline going to the ecu, approx 300ml in size and it still has manifold pulsation issues.
    The cam's have not been dialled in to optimum as yet though.
    Frak, you got PM.

  • #44
    Moderator Frak's Avatar
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    Quote Originally Posted by lucifer d View Post
    Going back to the question of having an inline "surge tank" for the Quads to improve manifold pressure for the ecu, my friends engine has one inline going to the ecu, approx 300ml in size and it still has manifold pulsation issues.
    If you are using this "surge" tank method, you will need to put some form of restrictor in the line to the MAP sensor, I imagine you are using maybe 6mm vacuum line to the MAP sensor, try a 1-2mm restrictor in this line(ie something with a 1-2mm hole in it) and see how this affects the fuelling. Or get your hands on the dampener that is actually fitted to a BT(between the inlet manifold and MAP sensor).
    Hachiroku since 1994

    Quote Originally Posted by LittleRedSpirit View Post
    When i grow up I wanna be just like Uncle Frak Frak.

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    thanks Slide

    so Frak what about using a fuel filter like I mentioned? ever tried it? The restriction idea is interesting but I would be unsure about it. Any ideas on how the blacktop one looks internally?
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  • #46
    Senior Member Slimer86's Avatar
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    I got a blacktop one, which I might fit and try, but that's on my daily.
    I think the main prob is the cam's aren't dialled in for optimum at the moment and the ecu recieving a highly pulsed vacuum signal. Microtech MT8 internal map sensor.
    I think its tuned to TPS not a combination of MAP/TPS.
    Silver top with 272/264,9.0mm lift.
    Dialled to 105/108 as per the toda cam card.

    The blacktop one looks like a small canister with as Frak said a small internal dia for the inlet and outlet. The canister inline has no restriction, but will do that in the coming days and let you all know.

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    AE111 inline damper


    Hachiroku since 1994

    Quote Originally Posted by LittleRedSpirit View Post
    When i grow up I wanna be just like Uncle Frak Frak.

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    Here is my dyno result: Also on mainline dyno so results are comparable. Hell, even if you say it's reading 10rwkw over, as if I care!



    Engine mods:

    AA63 bottom end (ie bigport) MR2 bigport head
    Home rebuild inc porting and TRD 0.5mm head gasket so expect about 10:1 or more CR
    Tighe 263 8.3mm inlet cam HKS 264 8.35mm exh cam
    T3 adj cam wheels (currently 114/108)
    RWD inlet w/ TVIS held open with cable tie
    Kelway exh manifold
    JDM S14 T28 ball bearing turbo, with .86 rear housing and you can see my boost creep issues.
    JZX90 ARC intercooler (ie HUGE)
    3" mandrel exh w/ 1 resonantor and 1 muffler
    Late AE92 ECU w/ 1ggte knock sensor not in factory spot, rest factory AE86/GZE electrical

    What do you say except boost is on by 3500rpm where I am already on 70rwkw, then climbs steadily. The torque (derived also) shows how it drives, on boost it will spin up A048's in 2nd, any angle in 3rd and will start to turn the treads as well. Its good fun and on the track I tried to keep it between 4500 and 6500.

    I raced this same motor NA and have turbo'd it. When NA, I was always on the limiter, gear, limiter, gear limiter. Now its just gear, here the boost, moving too quick, gear, going way too fast, gear, brakes.

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    whoa man easy, I wasnt taking a stab at you. I just think that with dynos with their normal variance and different calibration it pays not to make a direct comparasin.

    BTW: thats a nice predictable power curve
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  • #50
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    Yeah, wasn't taking it personal, just a joke that at my power level 10kw is not really here nor there. As Frak and I have discussed, my result whilst not directly related to the TAFE dyno, it is at least another Mainline and was run on a relativly hot day.

    My A/F is all over the shop and as expected for a factory ECU being asked to deliver alot more than it was ever designed for. A/F is about good down low, to overly rich mid range to lean up top. To help I will be going 8mm feed line over the 4AC line used previous an maybe GTR fuel pump. Once I get an emanage programming cable I will be able to see the injector duty cycle.

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