Worked on the car today. I've replaced the spark plugs with some new Denso's I had sitting wait to go in (for over 12 months), and whether it was a loose lead or a bad plug, the engine is now running a shite load better.

 

However, I definitely have a crack in my intercooler, which needed replacing anyway due to being so fingered. Originally I was going to go with a water-to-air intercooler (first from a Liberty, then I considered a Celica GT4 type), however as I'm going for a turbo later on, I've decided to go with a front mount. It will be WAY more effective than the original top-mount, especially considering it sat directly over the extractors, so I'll pick up the power I'm losing, plus I'll gain some more as I'll feel it'll be safe enough to do the ABV mod.

 

On a slightly different note, I was comparing the crank pulley I got with the one on my car, and it's actually the smaller of the two types. I thought this was interesting as Duy (the Sprinter driver and all-round generous guy) has said that he'd bought the later model 4A-GZE. I think he might have been had, as I thought that only the AW11 and early AE92's came with the smaller crank pulley (and smaller SC pulley too).

i thought smaller = faster = more boost?

 

ie map versions had the smaller sc pulley but i dunno about a crank pulley....

I did quite a lot of research on the various types of 4A-GZE after I bought Lola, and the info I found indicates that there were three different types of 4A-GZE. There's the AW11 version, also used in the early AE92, which had 145ps with the bigport head, 8.0:1 compression and up to 8psi of boost. It had a 150mm crank pulley and a 125mm SC pulley, meaning that the SC was being run at 1.2 times engine rpm. This was followed by the later AE92 version, which had 165ps with the smallport head, 8.9:1 compression, and up to 10psi of boost. It used a 155mm crank pulley and a 120mm SC pulley, running the SC at 1.29 times engine rpm. The subsequent AE101 version was almost the same as the AE92 version, but with oil cooled pistons, and a slightly different tune for 170ps.

 

So I must have got confused in my earlier post. The AW11/AE92 did have a smaller crank pulley, but a larger SC pulley.

Hehe, this is my own car thread, so I can post my 2500th post here, unlike the Random forum, where post's don't seem to count. :lock_folder:

And here's my 2501th post, just so I can try and improve my status within the club. :lock_folder:

do you feel special?

:P

I am SOOOO special. Ask anyone, they'll tell you: "Adam is special". :P

I did quite a lot of research on the various types of 4A-GZE after I bought Lola, and the info I found indicates that there were three different types of 4A-GZE. There's the AW11 version, also used in the early AE92, which had 145ps with the bigport head, 8.0:1 compression and up to 8psi of boost. It had a 150mm crank pulley and a 125mm SC pulley, meaning that the SC was being run at 1.2 times engine rpm. This was followed by the later AE92 version, which had 165ps with the smallport head, 8.9:1 compression, and up to 10psi of boost. It used a 155mm crank pulley and a 120mm SC pulley, running the SC at 1.29 times engine rpm. The subsequent AE101 version was almost the same as the AE92 version, but with oil cooled pistons, and a slightly different tune for 170ps.

 

So I must have got confused in my earlier post. The AW11/AE92 did have a smaller crank pulley, but a larger SC pulley.

is the big port head better for a turbo conversion than the small port. :P

Yes, definitely. According to one site I've read, it's meant to be better than the 20v as well, but I would have thought that the larger port area of the 20v would have better suited forced induction, but this one guy (who seemed to know what he was on about) disagreed. I can't seem to find the site at the moment, so I can't link you to it, but if you look up cheap 4A-GTE's you'll probably find his page.

has something to do with squish area doesnt it?

http://www.billzilla.org/2v4vpage2.htm

 

that has some info on why the 4 valve heads are better

He does mention why the five valve per cylinder head isn't as good as the four valve, but with no reference to forced induction. Of course, the arguement that he makes covers all types of engines.

 

I don't think that the advantages of the 16v over the 20v have anything to do with squish area, it's more just port size and valve size.

 

Of course, if I was offered a 4A-GTE 20v engine cheap, I'm not going to turn it down simply because it's not quite as good as if it had been done with a bigport 16v head. :P

i was told by my local mechanic that the bigport engines are harder to start than the smallport as in reliability?

Umm yeah, I agree with Nick. I've never heard of any version of the 4A-G being harder to start than any other version. I think your mechanic might be talking out his bottom.

Edited August 7, 200620 yr by ancullen