Felix

Go do a couple of tarmac motorkhana's in it.

A ke20 radiator is a bit taller and is a simple upgrade having more capacity. You just need to redrill the mounting holes in the radiator to be able to bolt it straight into your ke1x. I have one in my ke16.

Probably because the advance curve on the electronic dizzy's suck. A points dizzy will give better performance. You should get the dizzy recurved to suit the motor, and get the carbs tuned by someone with a dyno.

4.5" sounds about right. KE30's came with 13x4.5" rims standard and ke70's have the same rims. The KE70's with the CSX alloys may be a little wider (possibly 5"?). KE10's have 12x4" rims standard. No idea on the offset. In the Motor Vehicle Modifications booklet on the QLD RTA website it states that you can only run tyres 1.3 times wider than the manufacturers widest optional tyre. So for a KE35 which has 155's listed in the owners manual you would be limited to 195's legally. The booklet doesn't state anything about rim width, but says you can run larger diameter rims, so long as the tyre diameter varies by less than +15mm or -26mm. Also wheel track can vary by up to a max of 26mm

If it wasn't for the dizzy sticking out of the back of the head, a 4afe would be great for a daily. Better than a k series in a later KE with a bit more engine bay room, and weight. The earlier 4afe is rated at 76kw. Compare that to a 5k at 48kw. I've got a brand new crate 4afe sitting here, and keep thinking of how well it could go in my ke16. Stupid dizzy, it is the only thing that puts me off.

Sounds interesting. Looks very closely related to the 28/36DCD I run, but with a vacuum secondary. Looks like they are a factory fitment to Fiat 1500 cabriolets. I'd say it shares the same removable venturi setup that the DCD runs. I'd consider it if it is complete without much shaft play.

Go and join http://www.celicatech.com/forums/index.php. They have the best info I've seen on turboing 4afe's.

Yep it is. K motor (1077cc) heads which are all bigports (and have smaller valves than all later k series) start with 22010-* 3k bigports start with 24010-*

Watch ebay for the 28/36 DCD's. In fact I just bought another one. :jamie: Hmm, I might just run twin DCD's on the 5k in my ke15. ;) This 32ADFA would be a good choice for a worked 5k. It is the same as what Xany runs on his 5k.

The worst thing that could happen would be the circlips that hold the lifters together popping. If that was to happen, the events afterwards wouldn't be so good. Read HERE the part on measuring lifter preload to see what you actually end up with. You may be fine like coln72 and have no issues.

A much better option is a 28/36 DCD weber (fits on a 32/36 DGV adapter plate). If the DCD is from a MK1 GT1500 cortina, the stock jetting will get you very close. The 1500GT's have a warm 1500cc non-xflow pushrod motor standard. A couple of DCD's have gone off recently on ebay for around $80 plus post. Add a rebuild kit for around $40. Note that a 32/36 DGV is designed for a 2 liter motor. You can get good results on a 5k, but it will never be anywhere near as sweet as a 28/36 DCD.

Yes that's the one Michael. My book is an earlier edition and is titled "Tuning BL's A-series Engine". You're welcome. Doug

snot35 yea it has plenty of tasty info. As you said, it is based on the A series mini motor, though a lot of the info can be applied to our motors. There is heaps of carb selection and tuning info. From what I can see you based your calcs on the area of the throttle butterfies on the DGV, and with the DCOE you based the calcs on it having 36mm venturis(chokes). A 32/36 DGV has 26mm primary and 27mm secondary venturis.

Noticed an error in the calcs for the DCOE. Should be: 32/36 choke surface area: 220 CFM/ 1822.123 mm2 =0.121 CFM/mm2 DCOE40 choke surface area : 350 CFM/ 2514 mm2 = 0.139 CFM/mm2 Looks a bit more realistic now I guess.

Yes it is, the figures for the DCOES are free flowing, likewise are the estimated figures you were using for the DGV's. Yea I've got the David Vizard book that the graph you have came from. As for the flow figures you have there, they are comparing the flow of two barrels of the DCOEs to the flow of a DGV. Seeing as DCOE's are used on individual runner manifolds so an intake port can only ever see one barrel of flow (half of the figure you show). On a DGV each port sees both barrels of the DGV. Doesn't mean the port uses more flow with a DGV, as downdraft manifolds are usually a lot shittier. Think about it, imagine you are in the port of the motor looking up the manifold to the carb butterflies.... How many butterflies could you see with a DCOE, now what about a DGV. With the DCOE there is only one butterfly, but with the DGV there are two, but around more bends and twists. Here is a better flow comparison making a note of the individual barrel flows of the sidedrafts (note the 28/36 DCD weber which flows 5 cfm less that a 32/36 dgv):

I never said that the motor sees 750cfm. Only one cylinder is on it's intake stroke at a time (plus some overlap). I just did the same thing you did and added the flow of the carbs together for total carb cfm as you did with your example of running 2 DGV's to get 400cfm. Notice I said on a motor with 40mm sideys, on each cylinders induction stroke it has 175 cfm of carburetion available. Port and manifold inefficiencies obviously make things worse. bare carb flow figures for a 40mm DCOE sidedraft with 36mm venturis is 175cfm per barrel at 1.5 in/hg. A 32/36 DGV is 230 cfm (for both barrels) measured at the same pressure drop. David Vizard recommends for carb selection between 2 to 2.2 CFM per hp (bare carb flow measured at 1.5 in/hg). So a single 32/36 DGV carb is best on a motor making between 100 to 120 HP. Yea, it is probably best described as a Divided Single-Plane Manifold: No. Each port is connected to BOTH barrels of one of the webers... So each port has 230 cfm of carburetion available to draw on. This doesn't mean it will, as each port is only on it's intake stroke for 180degrees out of every 720 degrees of crank rotation (or roughly a 1/4 of the time). What I am getting at is that hyperthetically if the motor could use the full capacity of the carbs it would draw 230cfm in a minute, 115cfm per carb, or 57.5 cfm per cylinder.

I'm sure it will be fine under full throttle full boost conditions. If you drive it on the road you spend more time off boost cruising... That's where a smaller carb would give you better economy, responsiveness, and allow the motor to come on boost quicker. A 32/36 DGV would be better choice.

No worries. An ADM is way to big for a 1.3L 4k. Personally I'd be looking for something better sized.

Not really as you are effectively running a dual plane manifold. Due to the fact that the manifold is split into two, the cylinders can only see half of the 400cfm, ie. 200cfm/cyl (or the same as running a single DGV). Any flow improvements would be through slightly better manifolding and less turbulence under the carbs. Likewise running twin 40mm sidedrafts on a motor. Each cylinder can only see one barrel of the carbs. So say your 40mm sidedrafts (with say 36mm chokes) have a flow rating of 175cfm per barrel, or 750cfm total (for both carbs), each cylinder only sees a max of 175 cfm. Note that the cfm/cyl would be less than if running dual DGV's, except for the fact that downdrafts have a much less efficient intake path.

Doesn't look like a DGV. Could be an ADM from a Falcon. Have a look around the base of the carb for an ID number. Usually webers have the ID stamped into it. Pic gives you an idea of where to look.

It is pig rich. Is it a 32/36 DGV? Have a look here. From the base line jetting, I'd drop the primary idle jet one size for starters and then go from there.

Not good... :lol: To fix the side panel, you could always try getting the rear quarter from a ke36/8 wagon coupled with a cut from a ke30 2 door. Pretty sure the panel van doors are the same as those on a ke30 2 door.

The one that was too big didn't originally belong to a 4k did it?

Waggot cams do up to 300 degs duration with .492" lift for hydraulic liftered 5k's... Not exactly small.

Not quite. Your machinist should be able to work it out for you. When a cam is reground they reduce the diameter of the base circle to be able to gain more lift and duration. You need to skim the base of the rocker pedestals by the reduction in the radius of the base circle. (remember radius = 1/2 of diameter) If you do this lifter preload will remain the same. If you don't you will lose lifter preload. Another thing to take into account is head skimming. If you get the head skimmed to up compression, lifter preload increases. reduction in radius of base circle MINUS amount skimmed from head EQUALS amount to be skimmed off base of rocker pedestals.