rockinrolla

If you take the supercharger route the airconditioning compressor mounting bracket from a lite ace or a ke70 would be a good thing to start looking for, and the sc14 puts out 1500cc of air per revolution, and the sc12 does 1200cc, I hade the 4ke efi, 5k, sc14 and intercooled in my ke20, it was absolutly ausum, go for it, but if you are sticking with the 4k the sc12 is the better one of the two, it is physically smaller also, easier to fit and more room to work around, have fun :P :no2: :(

the exhaust ports are the biggest restriction in these little heads, taking your time and matching the inlet and exhaust ports on the manifolds and the head makes a huge difference in the engines ability to breath, if your going to the trouble of a camm and head shave try bigger valves as well, you'll have it screaming in no time.....

Any info on the MSD ignition sysytems for corollas would be greatly appreciated, I have a ke20, twin aisin carbs extractors, 2 inch exhaust, 5k electronic igniotion, port matched inlet and exhaust, 5 speed with 3.7 gears in the diff(jap spec), spend a lot of time on the highway, do the MSD ignition systems make a great deal of difference ?????

it sounds like you have grit of some sort in the fuel bowl, the easiest way to find out is to take the top off of the carbie and clean it out.

when you get it to rev place your hand over the top of the carbie and block it off this will create a vacuum inside the carbie and remove any small blockages but, if this doesnt work go on to ebay and buy a carbie gasket kit ($45) pull it apart and follow the instructions inside the packet and clean the carbie and replace all gaskets, needle and seat, o rings and washers as applicable. (learning process) :dance: :) :D

Just curious as to how large a capacity engine can be fitted to a ke20 corolla N/A and forced induction in QLD

any idea on how large a capacity engine can be fitted if its a naturally aspirated one to a ke20 auto

it sounds like you need to retard the timing, I had a problem very much the same and found that the oil pump locater at the end of the distributor had to be in the correct position for it to be fully inserted, back firing was a problem until I turned the oil pump 1/8th turn clock wise with a screwdriver whilst the dizzy was removed and placed the dizzy back in, it took a bit of time to get it exact, but that was the problem, the locator on the bottom of the dizzy was in the wrong position which placed the camm gear and the dizzy 1 or 2 teeth out, as the gentleman previously stated, 20 deg 1 tooth, good luck and hoped this helped.

I take back anything I may have said in the past to offend you Taz Rx, from what I just read you sound like a very clever person, my mistake I apologise. :thumbsup: :y: :fuzz:

sure do mate, VH wagon shocks, huge difference :wink: :yes: :(

is it worth bidding to 600 :D

noticed a complete efi system up for auction, are the worth the $$$$$ :D :hmm: :dance: :cool:

thanks guys will give it all a go, when it picks up the revs it goes bloody well, :P ;) :yes: :y:

I have a 5k with the 4k efi in me ke20 and it runs ok but every time i hook the air flow meter up it seems to choke the engine up and runs it to rich and blows a shit load of black smoke, when i run it without the afm it idles great but when i load the motor up whilst driving (30 kph) in third it back fires and wants to stall even when the accerator is applied slowly, any help will be greatly appreciated :wink: :wink: :hmm: :hmm: :D :jamie: :dance: :bash: :sob: :sob: :sob:

early commadore station wagon rear shocks fit, as they carry a lot more weight than a corolla, I'm using a set of pedder sports rider commadore shocks in mine and they handle fantastic, try and find a rear sway bar as well, from a ke55 onwards.

Just curious as to how much a k series engine weighs?

I was looking at the 4k head on me 5k block today and the measurement in mm that I came up with was 6mm shaved off the rocker post to allow for pre-load on the lifters, any advances on that, as I learning to.

thanks that link was a good help

any recomendations on who may be able to help with an after market ecu in tassie

could anyone shed some light on the issue of weather or not the standard 4Ke injection air flow meter can cope with being supercharged and how and where to put what in the chain, ie airfolw meter, sc14, intercooler, throttle body then intake or some other way. advice and photos would be a godsend. :) :bash: :bash: :bash: :bash: :)

I have noticed differing ideas and problems with a number of things but the main concern seems to be the overlap, as I going to go with the supercharger (sc 12) because I don't Intend to race or drag the car, I just wanted something for out on the highway as that is where I spend most of my driving time, to many cops in Hobart to take the chance of having me car confiscated and it's a bloody long walk home. thanks for all of the info and food for thought, ROCKINROLLA :D :hmm: :hmm: :hmm:

The question is, is it worth putting a mild camm into an engine that is supercharged , intercooled and efi, will it give any real bennifit or be a waste of time ????????? :D :hmm: :hmm: :hmm: :hmm: :hmm: :hmm: any comments are appreciated on this subject.

:dance: :yes: ;) From what I have seen when I pulled one of my 5ks apart, the 4k and 5k share the same crank as it is only the bore that is larger on the 5k and the crank had raised lettering saying 4k.

Thanks to every one that has helped with the input, I have a corolla ke20 that i drive every day with the normal big port 3k head, ballanced 4k bottom end, the factory twin down draft carbies and extractors with the 2 1/4 inch exhaust, but I wanted to do something different with the 5k as the missus has has hit the E brake with any more cars, so I have decided to keep the ke20 and build engines, as she didn't say anything about engines and equipment. the Idea of an intake chamber lilke a plenum chamber for the carbies, it will be a trial and error job but worth it I think. Thanks again :P :P :wootjump: :bounce: