oldeskewltoy

http://www.aeu86.org/forum/showthread.php?tid=14820

I couldn't deal with the ads barrage... so a friend made us (him and I) a photo host...

Hmmmm... I have a few E7 publications (new car pamphlets in pdf format) Mass on the short door models* ranges from 1090 kilos to 1255 kilos, there was NOT a listing for the wagon! Short door cars can also be called fixed door frame models; 2 door sedan, 4 door sedan, 2 and 4 door wagons. Long door models are the floating window type. Long door mass ranges from 885 kilos to 990 kilos....

dyno run... hp on left dial, torque on right - http://ost.ebeans.ch....dyno_120hp.mp4

Details of Skippy's build: 7 rib none squirter block, 40mm rod journal crank, 40/18 rods modified to take a press fit 20mm wrist pin, 81.5mm aftermarket 10.3 to one pistons, new Toyota rod bolts/nuts, Cometic .036" head gasket, stock 87 and earlier cams, new Toyota (OST ported) oil pump, AEM adjustable timing pulleys, and an OST ported largeport head with a Loynings valve job... All Toyota gaskets except Cometic .036" head gasket

exhaust: .100 - 75cfm .200 - 144 .300 - 177 .400 - 198 .500 - 206 Intake: .100 is 85 .200" is 159 .300" is 217 .400" is 249 .500" is 265 head is assembled... all Supertech hardware in the process of checking valve clearances on a set of Franklin cams using 2.55mm shims as a base

Wow... been quite a long time since an update.... about 10 months back I purchased some new shoes... the old Genral Exclaims were crap when new, and weren't any better 5 years later... So some BF Goodrich Comp2 tires were the call.... also during the summer I was trolling Yahoo Japan and I found used OEM front mud flaps :rocknroll: The red arrows point to trim cutout molded into the flap. More recently she went back through vehicle emissions testing - and failed This has always been a challenge for me and my car because there isn't a lot of support to assist in tuning the FJO management system. It was around for a few years, but FJO was bought out by Holley, and the support ended there..... :down: But I have been SLOWLY learning the system with a few other friends who are lending me moral and actual support. The first thing we learned was we could compensate for electrical loads. When the cooling fan comes on, a degree of ignition advance is triggered. Along with the cooling fan trigger, we have also added ignition as voltage drops (down to about 10 volts), this is done progressively beginning at 12.0 volts. This wasn't needed for emissions testing, but it is useful to have the engine compensate for the electrical loads. So back to emissions.... I went through and although no where near as "dirty" as she was 2 years ago, she still failed - 470ppm HC, and 1.3% of CO. The minimum specs here are 220HC and 1% CO. Now 2 years ago I spent a few hundred dollars and she barely squeaked through, but now knowing more about this system, a friend and I adjusted injector idle time down, and we changed the O2 readings from 13.5-14.2, up to 14.7-15.2. We then went back to the emissions check and she went straight through! Her numbers now - 110HC and .0556% CO. She is good and "clean" for another 2 years! Finally... another odd bit pooped up on YJ... I believe I have just bought a true unobtainum unicorn..... what appears to be a REAL wood E7 Corolla steering wheel..... :wootjump: more to come...... :D

before.... after.... more to come..... :)

15 x 6.5 +22, rim size is 6.5(from 1/2" to 7"), there is about 1/4" room to the strut

porting and chamber blending all finished, with the new Supertech valves, the chamber volume has grown to 41.3-41.4 cc per chamber... now the head goes out and gets re-surfaced .004". This should shrink the chambers back to about 39.5cc after the cut.

a fair bit of sludge inside the VVL followers as well..... plugged pretty solidly.... This is the return plunger oil drain for the VVL' date=' with this plugged, the VVL follower can't engage, because it can't push against this slug. [img']http://ost.ebeans.ch/albums/userpics/10005/plugged_oil_passage1.jpg[/img] Slug is quite accurate, on this VVL follower, when the VVL was pushed, I had to apply substantial effort, and when I did a solid crud slug popped out... It wasn't always the return plunger, below is the feed hole to the VVL actuator... not going to get a lot of movement when it is substantially clogged. more to come..... :D

removing material from #4 exhaust port once that material is removed, port 4 resembles 1 through 3.... and a final look @ the intake side.... more to come..... :D

;) this head now carries an OST serial number ;) a slightly different view.... this time from the intake side... 3 down, 1 to go...... and a more familiar view.... the exhausts, now @ 3 down.... more to come...... :D

new valves..... The exhaust valves are Inconel - http://en.wikipedia.org/wiki/Inconel The stem diameter of the new Inconel exhaust valves... 5.97mm With the new valves... the spec is mid tolerance.... the old valves.... a wee bit loose ;) What all of these specs, and measurements mean in the end....... No replacement valve guides needed....

Half the port work now complete.... 2 down... 2 to go.... More to come...... :D

So work begins on the exhaust seats-bowls-ports.... opening up the seat from a measured 24.9mm, to a measured 25.9 by pushing the bowls out this far I was are able to remove the lip in the seat (seen @ the 12 o'clock position on the bowl on the right) along with the lip, by pushing the bowls we are able to actually make a round bowl to fit a round seat Can you see the infringing areas where the bowl and seat meet on the unported side?? Here is a "creatively cropped" 2 panel to show continuity from seat, through the bowl, and out the port and a final view showing a tight short radius, as well as the inner port walls Top view was yesterday... Bottom view is as finished. The finished exhaust port.... .... in comparison to #2's exhaust port, and in comparison to the VE gasket and in so doing #1 chamber, and ports are now complete, now that I'm happy with the results... when I get back to work next week, the other 3 cylinders should go quickly... so we end today with 1 down.... 3 to go More to come.... :D

So, I've looked around and I'm having a tough time finding basic info. What I'm looking for is a reliable chamber volume measurement, as well as original deck(piston above/below deck) measurement. I've scanned a few online manuals, but chamber volume and deck were not part of the information. Since I only have the head, I can at least get a chamber volume.... So I reassembled the as of yet untouched chamber 3 using the original valves from that chamber, and did a volume test on it and here is a reliable chamber volume for a stock untouched SR20VE chamber I also did a chamber test on #1 - the chamber shown above and the results..... So my chamber work adds about .5 cc to a chambers volume, that was about what I thought it would. Finally.... I measured the heads thickness.... ... although 137.02 is confirmed(5.394"), there is a tiny amount of gasket residue, along with tool tolerances, I'm gonna go out on a limb and say an uncut SR20VE head measures 137mm. More to come.... :D

The intake seats are missing a 3rd angle on the seats!! The red arrows are pointing to the valve to seat contact points, on the exhaust side you can see the seat has 3 angles, but the intake seats only have 2 angles. We shall fix that later when we do the valve job. #1 intake now re-worked, the short radius is smooth with no discernible edge from port floor to the edge of the valve seat, just one continuous curve Each bowl has been opened up at 2 points to allow additional filling. Finally, the seat has been opened up to 88% of the valves diameter - 30.10mm from a nominal 29mm. More to come...... :D

I wasn't real happy with the head once it came back, there are some serious flaws in the chambers, VERY sharp edges!! Note the seats are "deeper" then the DE head, the resulting machining have left us with sharp edges in the chambers.... not good. Sharp anything inside the combustion chambers may lead to detonation, aka ping. This wasn't a total surprise to me, I had trolled the net, and it seems many (most?) of the VE heads have the seats deeper in the head and the residual machining left behind. Not only are they sharp, but they will cause havoc, as they disturb flow past them. So this head will see extensive chamber work. Besides the flaws in the above view, we see that the intake short radius can be improved, and the exhaust large radius has been machined from the factory. Can anyone see anything else??? Chamber #1 as it goes through its transition It isn't obvious... but there is something missing..... anyone know whats missing? ... and no I don't mean the valves ;) more to come....... :D

So before I sent the head out to be clean and pressure checked, I took a pic of the chambers.... Hmmmmm, I've got work to do in those chambers.... they aren't as "clean" as the DE chambers I worked last year.... here is a closer look @ one of the VE chambers... and from last year... a pair of DE chambers So while the head is out getting cleaned and pressure checked, its time to clean the valves.... While cleaning the valves, I thought there was something a bit odd. So I picked out an intake and exhaust valve from the DE head and viola..... The VE valves are smaller......????? The intake isn't considerably smaller, but the exhaust is nearly a full millimeter smaller.... More to come......... :D

it should bolt in.... BUT the 7A block is 10mm taller then a 4A block

Disassembly begins....... It doesn't look too bad..... but since I know nothing of this head prior to Saturdays's delivery..... I''ll be as observant as possible during disassembly I began on the exhaust side... the cam comes out easily enough... and I'm seeing more crud as parts are removed, below shows the underside of a cam cap, and the exhaust side oiling tube... both show a fair amount of build up Removing the intake side oiling tube shows a fair bit more crud that was under the tube... I should be saying at this point that I'm following this post for disassembly - http://www.sr20-forum.com/ve/219-how-install-cams-springs-retainers-ve.html So following the above post, I remove the 10mm Allen plug...... eeeeew.... quite a bit of sludge here..... its a good thing this head, and all the hardware are getting cleaned, the head will also get pressure checked. With the plug removed, the small bolts holding the rocker shaft removed, now the rocker shafts can be removed, freeing the rocker/VVT assembles for removal. Once the shafts are removed, and the rocker/VVT assemblies removed, valve removal can begin all the exhaust valves are now pulled, and a fair amount of crud can be seen I move to the intake side, and finish disassembly.... Now, the rocker shafts are under the head, and they are resting on the rocker/VVT assemblies in their own baggies, on the right side of the block holding the valves, are the valve keepers..... So my question to you (reader) is... what is in the small bag on the left side of the valves, and how many are there?? More to come...... :D

altezzaclub is close enough.... A few things to remember. The flowbench reads every 2-3 seconds, it measures airflow to the TENTH. After 18-24 readings, 6 are randomly chosen to provide a final averaged reading. Additionally in this test, the same 4 valves were used in all testing, they were simply moved from one chamber to the next. This means the low lift readings will have some discrepancies because the seat, and valve have not been mated to each other. Now for the exhaust side...... The control exhaust port is on the right, the "VE"-ized DE exhaust port on the left... just look at how much less those exhaust gasses have to bend.... :no: Our 3 test subjects are ready... And a view directly into each now to get them on the bench - calibrated for exhaust flow Exhaust numbers.... #2 control .050 - 33.1 .100 - 74.1 .150 - 110.0 .200 - 137.9 .250 - 151.7 .300 - 157.9 .350 - 161.6 .400 - 163.8 .450 - 165.9 #1 inside the lines - this is the exhaust port that stays within the original DE gasket shape .050 - 33.2 .100 - 73.4 .150 - 111.5 .200 - 139.2 .250 - 157.3 .300 - 166.5 .350 - 173.0 .400 - 176.8 .450 - 181.7 .500 - 184.0 #3 outside the lines - This is the port shaped to fit the VE gasket .050 - 36.7 (checked twice for I thought this an anomaly) .100 - 76.6 .150 - 113.2 .200 - 140.9 .250 - 161.2 .300 - 173.1 .350 - 182.9 .400 - 190.0 .450 - 195.5 .500 - 200.2 .550 - 204.0 On #2 - the control, it is quite obvious that the flow really was hampered once the cam hit .300 lift, there are additional flow rises with lift rises, but greatly hampered and basically hits a wall with the next 3 lifts points delivering less than 10 cfm change for all three of those points combined. On #1 - inside the lines, it is ported with extensive work while retaining the original outlet size and shape. At .300 lift there is nearly 8cfm more flow then the stock head @ the same lift, and where the stock head dies fast, the inside the lines port is still showing modest gains as it approaches .500 lift On #3 - outside the lines, or ported to the VE gasket, there is simply MASSIVE improvement. The improvements are electrifying. A gain of 18% while retaining the original valve size! .

Part of the plan in getting this on the flowbench is to make light seat pressure springs(>15#s) to keep the tool from flexing, and just not to over tax the tool by using regular valve springs... I ran out to the hardware store... and pick up 4 cheap compression type springs that have almost the same OD as the Nissan valve spring...... but require much lighter force to operate but they are a bit too long... so a cut in about the right place and we are good to go so I can assemble the head with the test springs..... Here is how the dial indicator follows the valve Head is set on the flowbench, #2 intake is being tested in this photo, this is our control - untouched The numbers for #2 intake (the control) are inches - CFM .050" - 44.5 .100" - 88.1 .150" - 122.7 .200" - 154.5 .250" - 178.2 .300" - 189.7 .350" - 198.7 .400" - 203.8 .450" - 207.7 The numbers for #1 intake (porting within the lines) are .050" - 44.2 .100" - 88.7 .150" - 125.6 .200" - 158.9 .250" - 181.6 .300" - 197.2 .350" - 206.2 .400" - 212.5 .450" - 217.5 Finally the numbers for #3 intake (porting outside the lines) are .050" - 44.1 .100" - 87.8 .150" - 124.5 .200" - 158.9 .250" - 183.3 .300" - 202.1 .350" - 214.7 .400" - 223.3 .450" - 228.3 more to come..... :D

While I've been writing this thread you have seen me use "within the lines" and "outside the lines" a few times... Let me try to show you what I mean..... Intake: stock - "within the lines" - "outside the lines" Exhaust: stock - "within" - "outside" Both intake, and exhaust "outside the lines" ports are still in the roughing out stage.... but you should still get the idea. "Outside the lines" began as an instinct based on the knowledge I had gained over the years working the Toyota heads. My instincts were to prove pretty good, I just wasn't bold enough......... :evil: The last generation of the SR20 was a variable cam timing version, much like the 3SG went through a few versions ending with the BEAMS, the SR20 had a few revisions, ending with the VE. The VE was the only SR20 head to have a modified exhaust port outlet. All previous SR20 heads use the outlet you see in the above gasket. The VE uses a different gasket Not only is the new gasket taller roofed, but they add a bit of girth as well..... all while retaining the same floor (gasket's lower edge) With a taller roof, I "push" the exhaust port and viola........ here is a 1st gen SR20 head with an exhaust port superior to even the SR20VE :dancetall: more to come...... with numbers, I promise...... :D