I lied, its limited 9900rpm, not 10k. Other news, I have added a db sound meter to the dyno wall. so you all can see how deaf I'm going. Also have a new mic for the camera, which was being used for the dyno pulls and the clips at the end. If you didn't get past the graphs at the end you probably should.. So yeah things should sound a little closer to what the actually sound like. As always, if you missed the engine spec's they are in the description. Giz a like and all that weird stuff that everyone begs for, so i can afford to put the rods back in my block when they fly out.
Awww man - we didnt see the magic cam install procedure :P Awesome work! Love the vids, info and dyno results and repeatability - long may the "truck" run! A real sleeper build as well lol
Sound like a very happy motor. Full song reminds me of a big turbo E85 CA18DET I built 15 years ago. VVT is a wonderfull thing and makes wonders for the powerband, some guys are locking them up and I allways thought that's the dumbest thing ever.
Sounds amazing! Looks like it goes even better. I really enjoy your scientific approach to vids. Ive got a fairly serious ek civic with na honda b18cr in auckland if you are interested in consulting on or dynoing it in the future for cash for your future projects.
I've been enjoying watching your videos and trying to learn some stuff. I think what would be really valuable to me and potentially others is a summary/talking video, like a, "what I've learned so far and my theories" about all the things you've tested. Be great to build a bunch of discussion in the comments too 👍
Nice mate, new engine is making the same as my bigport with stock cams on 1 bar. its very obvious the vvti helps with lag on your setup compared to mine. thanks for putting so much detail in your videos!
Absolutely awesome numbers to see all over the graph. giving me ideas on my next engine build for the driftcar down south - this is exactly what I need. Will you be making a VVTI kit for the public?
@@Garage4age Any chance you'll do a dual vvti 20v kit? Also I thought you might be interested in a youtube video by hawes_power where his gt4 dynod up to 60hp and 100nm gains across the whole rev range with earlier peaks by swapping from a built 3sgte to a 5sgte beams dual vvti - same turbo, same boost, same pump fuel, just better head, extra 200cc and dual vvti. I think this shows potential for a boosted dual vvti 20v 7a.
@@TurnerJustis unlikely will do it for 20v. the vvt on them works ok for a basic on/off setup. plus it would actually be harder to do vvti on a 20v than 16v. exhaust side vvti isn't a big advantage. most of the gains are on the intake side.
What are the advantages of running the itbs in a turbo setup instead of just a single throttle body? And thanks for all the great videos, really useful information
Hey, thanks for the donation. Mostly so the engine runs nicer at low rpm and idle. With a big plenum single throttle intake and or bigger cams, engine will stall out easier and not run down to as lower rpm. ITB's will run a lot better down there since plenum is on the other side of the throttles. An engine with bigger cams will run nicer with itb's than a single plenum regardless of plenum size or if its na or turbo.
So many places that little motor would be fun, early 80's Corolla, 60's/70's Lotus Europa, original MR2... the HiLux must be wicked fun. And all that work, yet you can tell from the sound alone that it's a Toyota 4-pot, just something unique to the exhaust note.
Wicked stuff. Your first long rod video inspired me to build one for my FX. I'm part way through the build now with the shortblock built and awaiting to be mated with the head.
Hi i love your 4age videos i have learned quite a lot ,i have a a 4agzte in my KP61 rwd starlet 14lb supercharger pulley ,3071 oil cooled turbocharger only comes on boost around 5500rpm makes mad power 20 lbs boost external wastegate, had head gasket sealing issues using a 0.40 cometic mls head gasket decked head and block now reassembling then final tune my computer is a link monsoon standalone ecu😊👍
@@derxKai I was thinking of this, as well as in e46 chassis for track days, but i dont know the limits of those engines, rev ranges etc. Those high reving turbo engines amaze me.
@@TomoReso My engine is a full stock m43b16 and it is giving 250hp at 1.5 bar of pressure, that was the last time I took the dyno and we couldn't finish adjusting the clutch started to slip. Now I solved the clutch problem and I am at 2 bars of pressure, the only thing is that I have not gone to the dyno to find out how many hp it has. I have seen the m43b18 with ethanol get 380hp full stock, it is not necessary to reach 10,000 rpm, valve floating among other bad things.
@@TomoReso The engine is full stock, I have not opened it, the head gasket is original, and the ecu is also original, on my UA-cam channel there are videos of my car, it is in Spanish, but so you can see how everything is assembled, I have even the AFM and everything works ok.
Love this channel. I have to give a shameless plug for Jimbo at Robot Cantina. Both you guys are grass roots channels that make UA-cam great again - I know it, you know it bla bla bla .....
Usually i dont write comments, but your content give me alot of knowledge, your "good engine" makes almost same power as formula atlantic one, but there is not much to change to make more top end, maybe consider to try electric water pump instead of belt powered, like Old davies craig devices or tecomotive Tiny cwa + pierburg pump, i bought Old davies craig kit for cheap, i think it will be good topic for video and maybe a chance to beat formula atlantic engine
Impressive power, especially if the RWD and huge tires losses are not calculated out. It is a fair bit easier to get that power at the wheels in a corolla then a hilux.
Yeah all the numbers are at the wheels. Also running it up in 3rd gear, which usually shows less power than the 1:1 gear in rwd box. 4th would be almost 300kph due the big wheels and rpm, even with 4.88 diffs. which is way to fast for the dyno let alone the driveshaft.
Please get your hands on some bike carbies and show us mere mortals how to get 150hp out of a light cam and which carb is best that would be a fun video i think
Is quite a few reasons why i done it like that, some as silly as that was the cams i hanging around. when pared with the exhaust cam out of that set it looses about 1000rpm on spool up. with the combo it has combine with the vvti it runs like factory at idle. good for slow speed stuff. if i acquire a slightly bigger exhaust cam i will try it.
@@RocketRaspeed there is a video on my channel, where i tested the same cam combo on the na version of this engine, if you haven't seen it. it does basically the same thing as here. but yes im interested to see how big i can go on the exhaust side without loosing power off the bottom, or running rough.
Thanks for doing all this awesome research! I currently have a 4AGZE, similar to your old engine minus the ported head and with a big SC14 setup. I am approaching the crossroad of switching to turbo. I was thinking about a set of Kelford Turbo (HV) cams, 1SZ solid lifters, appropriate springs and then was heading down the route of a G25 (well PSR version) to try and get some response as I a really enjoy the instant torque hit of the SC14. How big is the turbine on your gtx2860? I'm probably also going to employ an antilag strategy as my application is an offroad buggy....which is why the instant response is so addictive. For the sake of information.....200kW is probably more than enough in a small single seater buggy between trees 😅 Interesting to see you had been pushing the 4AGZE rods and standard cams so far. Do you have a video detailing the porting and modified headwork somewhere?
gen 2 gtx2860 is still really good match for low - mid 200kw at wheels. have tuned a pulsar g25 4agze engine, came on around 500rpm later than my old engine, but it did have some aftermarket cams, so results may vary. The g25 would be my next step, but would run the 2860 if dont want to go past 250kw. I probably wouldn't even bother with cams if your goal is around 200kw, a stock smallport ze with do that no problem, but will take more boost. around 18psi on a nice turbo manifold and intercooler setup, with stock head and stock na inlet manifold. done one not too long ago with same turbo as im running. cams can actually make the turbo come on later if you go too big. no vids on the head work sorry, the head on it was quite aggressively ported, probably almost too much for stock valve head tbh. was a hand me down from my na engine before i went to a big valve head. something the 10 year ago me did.. the one on the new engine is a bigport head and was modified not to lose power off the bottom. but yeh not as good as the other one up top
@@Garage4age interesting! thanks for the tips. I just figured G series was the new hotness, but good to have some real world experience. Any idea how big the cams were on the PSR G series thing? That definitely is the beauty of the turbo application, so easy to cram more boost in. The SC14 just makes whatever it makes, spin it harder and it just makes hotter air :p
@@ae86racer007 it had hks cams unsure if 256 or 264 version. nothing too big either way. G series newer tech yeah. but is still a bigger turbo with bigger wheels than the 2860, Any half decent turbo will make a stack more power on same boost as a sc12/14,
@@Garage4age I am starting to see that! Just going to need some ALS to keep it woke at 3000rpm :D Garretts Boost Advisor did favour a 2860 over the G25....G25 is on the bottom of the efficiency Island, 2860 was pretty solid in the primo area :)
How do you keep the bottom end together when revving so high? I do not see a girdle or ladder caps to keep the crank happy. Is it only because you are doing quick pulls and not sitting at those rpm's?
Hey I know this probably isn’t the best way to ask this question but how did you do this swap I have a 87 4x4 and have been trying to figure out how you did it for years since I saw one of your videos and now my motor is out and I’m debating on a 4a 16 or 20 valve or a 2JZ and I have really liked these motors so any info would be very appreciated
Is there a measurement of the area under the power curve that would effectively convey the increase in usable power from this setup better than peak power?
Hey mate just wondering if you’re worried about the shim over buckets crapping the bed at high rpm? I watched a video of a guy talking about 4a’s and he mentioned Toyota switching to rockers for the 2zzge head because longer duration cams and higher redline. Cheers
I have swapped to 1sz shimless buckets on this engine. You will find 2zzge uses rockers for the vvl system, rather than them switching to them for rpm issues
Someting tht poped out from yota "atlantic racin" so its blk top 4ge w 7a bottom not blue 4ge botom?? Idon know its been so while ive f w 4age n yota family, Nice high rev, mechanical tuned buld up
Yeah was going to if needed. but don't really notice it rolling over when driving it. it doesn't drop below the peak power of the old engine. will leave as is, so smashes the limiter slightly less haha. If engine was in something else would put a boost ramp in it
I caution against reving this past 9 grand with the stock crank they start flexing and the rold bolts You WILL break them. especially with long rods they will survive a few dozen pulls to 10 grand but really you need to work on the bottom end if you want to rev there. also more boost there is a guy making 600hp out of 4age in his pikes peak car
The long rods will make it easier on rotating assembly, not worse. thats the whole point. less side loading and vibration, which is a bad day for the bottom end. As per the video I'm not chasing big power. just wide powerband. If i wanted big power, the combo of parts would be different
Please recover all the torque beyond the current peak by turning up the boost. You are moving past your knock limit rpm and assuming you have the fuel there is no reason to limit it to a number. Flat line the torque so you stay in the drive line limits.
Hey. Yeah that would be the plan if wanted more power. But it already has more than enough to do what it needs to do. Rolling over at the end will stop it going into the limiter as hard in mud holes and the likes
So bad bro I don't need a ute yeat but that would be it. Just to tow a small boat. Need 2 get 1 of yr stickers on the wagon. I'll email you about going bigger cams too when I'm aloud😢
I have quite a few cam timing videos if thats what you mean. 4age vvti: ua-cam.com/video/B1mAesApxv0/v-deo.html k24 : ua-cam.com/video/rX6rAjI-VW0/v-deo.html 4age turbo ua-cam.com/video/bnIsNwdKnCw/v-deo.html this one is not variable but you can see what the settings would be if it was
@@Garage4age I watched these videos,I think they are very useful. I asked the question a little wrong, I’m interested in how the timing of fuel injection itself is affected, maybe your ecu doesn’t have such a function, I can’t know for sure, in mine ecu has a map similar to an ignition or mixture composition map, only there you can set the timing of fuel injection, for example, into an open valve or into a closed valve, etc. ,exactly the moment of opening the injectors,That’s what I meant
@@nivagarage301Ah you mean injector timing. some ecu's call it different things. I did a little bit on it in this video ua-cam.com/video/lt7JpXEfH-4/v-deo.html Isn't usually much in it power wise. generally just adjust till afr is the richest, meaning the fuel that is injected it getting burnt/properly burnt. then trim the fuel back to the correct afr. can make the engine run nicer at low rpm, sometimes is a little to gain in the top end on an aggressively cammed setup, but only if have big injectors that are running at lowish duty up there. i may do a video on it at some stage
If the VVTI advance never goes less than 19 degrees advanced would it be a good idea to manually advance the cam to 15 degrees as a starting point and advance it further than the 60 degrees down low?
60 is the max travel of pulley, is setup to stop at minimum piston to valve clearance. Is only a very small gain going from 55 to 60, so is pretty much good as it will get. the last 19 back to zero is nice to have at at low engine speed and idle, since pretty much has zero overlap. it idles like factory.
Few reasons. Had that cam hanging around already setup for the vvti. using the exhaust cam from the same set makes the turbo come on 1000rpm later, but does make a bit more up top. I dont have anything smaller hanging around to try and is probably a better combo. but this works well for the hilux. As with the vvti on the inlet and small exhaust cam, get factory like idle, hard to stall out and the massive powerband. all good stuff for 4wding. Almost everything on this engine is recycled from other projects, so some things are a compromise
@@Garage4age That's interesting. Thanks for responding. Having more torque lower in the RPM range is definitely better for the offroading I do than peak power numbers at high RPM. Is it overlap that causes the turbo to come on later? Do you think you'd see benefits from a bigger intake cam without the turbo? I have a Nissan D40 with the VQ40 and it has variable timing on the intake cam. I am trying to figure out if a bigger cam would be beneficial. I am concerned about shifting the powerband to the right and losing low end torque. I'm in the process of swapping to a solid axle in the front and will be running 37" tires. The purpose of the truck is offroading, but it will be street driven to the trails. My current thought is to just leave it alone, but I'd love to her your opinion. It will be NA, no turbo or supercharger.
@@Fix_It_Again_Tony Take a look at this vid Its basically the same engine in NA form with the same cam combo, comparing against stock cams both sides and big cams both sides ua-cam.com/video/-Inv1TkANls/v-deo.html A good part of how well it pulls off the bottom with big cams is the exhaust setup. Which is pretty well dialed on the na setup. the turbo essentially destroys all of that. since is creating pressure on the exhaust side. So yeah results will obviously vary from setup to setup and different engines. but just changing to a bigger inlet cam with the vvti to make it run nice would be a safe bet
@@Garage4age I'll check that out, thanks. I'll have Doug Thorley long tube headers (1.4" primaries, 22" long) on this truck and I plan on building the exhaust myself. Nothing too crazy, but I'll use mandrel bends and try to keep the diameter sensible. As I understand the velocity of the exhaust gas is key to scavenging.
Cheers. Does the Hilux feel more alive with the new engine? Have you considered tuning with rising boost curve? Add extra boost after the torque peak, so the engine would make more power without self destruction.
yeah huge difference in how it drives with the massive powerband. its already got more than enough power, but yeah thats what i would do if wanted more. its quite high compression mid to high 10's. It's not running any form or boost control atm. just spring pressure
Ive tried the same cam combo a few times, both na (is a vid of the na test) and turbo on old engine in the hilux. only reason i didn't run with it on old engine in hilux. is it has to run super nice down at idle to do slow speed 4wd stuff. which the itb's and vvti solves. I should be able to run a bit bigger exhaust cam (have nothing in between here to try). but running the 278 exhaust cam out of this 284/278 set kills the boost threshold by about 1000rpm, for a bit more top end. which is a no go in this thing. Current setup, runs super nice. you would never suspect it pulls 10k rpm
It ran a big end bearing awhile back, due to oiling issue. so i threw a new crank and bearings in it. rest of it was built over 10 years ago, and used to be in my drift car. still runs perfect and doesn't use any oil
@@sachadohc2912 98 ron e10 pump gas. 0-40 petro-canada in everything at the moment as got a bunch of it for a dyno job. otherwise usually 10-50 penrite
I never ask but i know back then you use 47mm oversized blktop itb but what itb did you use now if those plate are 52mm still blktop oversized again ??
@@sachadohc2912 they have a separate external dbw module. that commonly breaks and is expensive. easy to convert to cable. port spacing is too big for 4age though, so have to modify them.
Old engine had more stroke as i undrestand and was better mid range which is logical. Vvti band aid the low rpm but no replcament for displacement. What is thr reason for the destroke?
they are both 1600cc. old engine is a factory 1600cc bottom end, new has taller block but longer rods, same crank. more reliable at high rpm. The difference is in the heads, old engine had newer design smallport head that had been heavily ported, from one of my na builds. new engine has older design bigport head. if swapped the old head onto new engine would make more power. but already does what it needs to. old engine/head had more midrange power due to where the cam timing was set, if it had cam timing adjusted or vvti would make more power up top also. The new engine is mostly made of 2nd hand parts and leftovers from other engines and projects btw
@Garage4age very interesting,I take back my comment. Any chance of flowing the two heads. Is old design bigger port really flowing more than newer design small port. What about valve sizes and throat %?
@@abdullaalameri90 The big port and smallport names are kinda misleading. its just the port entry on the the "bigport head that is actually bigger, which what seems to be designed around the toyota tvis system. further down the port the bigport head is smaller than the smallport head. both are the same on exhaust side. Both can be modified to make pretty much the same power. In this case its more the fact that the smallport head on the old engine has had more aggressive work done to it. They both are modified and make more power than stock heads. The bigport head was originally modified with the aim of not loosing any bottom end power and gaining top end. which i did, can be seen in one of my earlier vids.
Yeah easy, long as its in good condition with good tune. the "old engine" in this video is just an 8.9ze bottom end. has arp rod bolts, but otherwise stock parts.
wheel speed, good for clearing mud out of the tyres. can go from 5kph to almost 70kph in same gear. This will make the same power with less cylinder pressure than a 7a also
@@Garage4age Fair enough. My 7a was smooth as silk and I wouldn't say the others I had drifted with were rough. We needed the torque tho, and after all a gearbox / diff is nothing more than a torque multiplier.
i was under the impression high duraton / lift cams would negatively impact low end torque / power and instead you gained a tonne of top end, how did you manage to gain low end aswell as top?!
Thats why i only swapped the big inlet cam in with stock exhaust cam. if I use the exhaust cam out of this set (they are actually na cams) it will come on boost about 1000rpm later than stock cams. have done the same test on the na version of this engine ua-cam.com/video/-Inv1TkANls/v-deo.html Which is the same head and similar bottom end. It really needs the vvti to make it work so well though.
I lied, its limited 9900rpm, not 10k. Other news, I have added a db sound meter to the dyno wall. so you all can see how deaf I'm going. Also have a new mic for the camera, which was being used for the dyno pulls and the clips at the end. If you didn't get past the graphs at the end you probably should.. So yeah things should sound a little closer to what the actually sound like. As always, if you missed the engine spec's they are in the description. Giz a like and all that weird stuff that everyone begs for, so i can afford to put the rods back in my block when they fly out.
Awww man - we didnt see the magic cam install procedure :P Awesome work! Love the vids, info and dyno results and repeatability - long may the "truck" run! A real sleeper build as well lol
@@cbdrift Everyone knows the vvti cam install is still top secret haha
Sound like a very happy motor. Full song reminds me of a big turbo E85 CA18DET I built 15 years ago. VVT is a wonderfull thing and makes wonders for the powerband, some guys are locking them up and I allways thought that's the dumbest thing ever.
@@Garage4ageNever hated a youtuber like this before🤣🤣🤣.. its like the magic show in the street but they won’t tell you the trick😭😂
Great work as usual
In a world of insane numbers, the clips at the end show that 200kw is still plenty of fun
We need to know the in-depth stuff about the VVTi retrofit. That shit is cool as hell.
Agreed, if this man makes a kit, id buy it ASAP.
Sounds sooo good on those paddock runs !
Thanks!
Sounds amazing! Looks like it goes even better. I really enjoy your scientific approach to vids.
Ive got a fairly serious ek civic with na honda b18cr in auckland if you are interested in consulting on or dynoing it in the future for cash for your future projects.
Thanks! yeah fire me an email if you want, garage4ag@gmail.com
Danke!
this is the fastest sounding 200kw ive ever heard. My rotaries get close, but this definitely takes the cake. Sounds wicked!!!
always love more turbo 4a content from you. Thanks for sharing with us.
Torque curve and the band width are pretty wild.
Would be comical to see it pulling a trailer.
I line towed a nissan safari with it for 30km once haha. the new engine should help with that
@@Garage4age Hearing in really pull through that rev range but under heavy load would be pretty sick, probably hard to get across on video
Im amazed every time you upload a video of your engines even after all this time 😁
I've been enjoying watching your videos and trying to learn some stuff. I think what would be really valuable to me and potentially others is a summary/talking video, like a, "what I've learned so far and my theories" about all the things you've tested. Be great to build a bunch of discussion in the comments too 👍
That sounds like a full on rally car on full song!!! Bloody beautiful!
In 1990 I fitted a 4AGE to a 1988 Suzuki sierra, it was a lot of fun, I still wish I never sold it.
Love this truck, sounds absolutely mental
Nice mate, new engine is making the same as my bigport with stock cams on 1 bar. its very obvious the vvti helps with lag on your setup compared to mine. thanks for putting so much detail in your videos!
Absolutely awesome numbers to see all over the graph. giving me ideas on my next engine build for the driftcar down south - this is exactly what I need. Will you be making a VVTI kit for the public?
hopefully doing more work on it this year. to get it to something i can potentially sell as a kit.
@@Garage4age I'm interested.
@@Garage4age Any chance you'll do a dual vvti 20v kit?
Also I thought you might be interested in a youtube video by hawes_power where his gt4 dynod up to 60hp and 100nm gains across the whole rev range with earlier peaks by swapping from a built 3sgte to a 5sgte beams dual vvti - same turbo, same boost, same pump fuel, just better head, extra 200cc and dual vvti. I think this shows potential for a boosted dual vvti 20v 7a.
@@TurnerJustis unlikely will do it for 20v. the vvt on them works ok for a basic on/off setup. plus it would actually be harder to do vvti on a 20v than 16v. exhaust side vvti isn't a big advantage. most of the gains are on the intake side.
I really enjoy the way those 4 cylinders sound
What are the advantages of running the itbs in a turbo setup instead of just a single throttle body? And thanks for all the great videos, really useful information
Hey, thanks for the donation. Mostly so the engine runs nicer at low rpm and idle. With a big plenum single throttle intake and or bigger cams, engine will stall out easier and not run down to as lower rpm. ITB's will run a lot better down there since plenum is on the other side of the throttles. An engine with bigger cams will run nicer with itb's than a single plenum regardless of plenum size or if its na or turbo.
super cool, insane sounds from an old hilux. cheers from Minnesota!
Very nice job.
Thing sounds like a beast....especially on your test pass
So many places that little motor would be fun, early 80's Corolla, 60's/70's Lotus Europa, original MR2... the HiLux must be wicked fun.
And all that work, yet you can tell from the sound alone that it's a Toyota 4-pot, just something unique to the exhaust note.
Coffee money
Thanks!
Nice on ya!
I love this truck, looks like a blast to rip around
Most violent sounding 230kw ever. What a weapon and only 14 pisseye too
Yes bring back the Hilux!
Watched from SI NZ
Fantastic and great sound
Fabulous Vid
oh what a nice peaceful view of the countryside...BUUUUUUWAAAAAAAAHHHHH.....STUUUUUUUTUTUT....BUUUUUUUWAAAAAAAAAAAAAAHHH!
I am digging the dual oil caps on valve covers.
Wicked stuff. Your first long rod video inspired me to build one for my FX. I'm part way through the build now with the shortblock built and awaiting to be mated with the head.
Awesome work! that sounds soo sick!!
Hi i love your 4age videos i have learned quite a lot ,i have a a 4agzte in my KP61 rwd starlet 14lb supercharger pulley ,3071 oil cooled turbocharger only comes on boost around 5500rpm makes mad power 20 lbs boost external wastegate, had head gasket sealing issues using a 0.40 cometic mls head gasket decked head and block now reassembling then final tune my computer is a link monsoon standalone ecu😊👍
Thats one sick engine with great power band! Would love to have such in my e30!
Try a M42B18/M44B19 Turbo Setup. You´ll be amazed. =)
@@derxKai I was thinking of this, as well as in e46 chassis for track days, but i dont know the limits of those engines, rev ranges etc. Those high reving turbo engines amaze me.
@@TomoReso My engine is a full stock m43b16 and it is giving 250hp at 1.5 bar of pressure, that was the last time I took the dyno and we couldn't finish adjusting the clutch started to slip.
Now I solved the clutch problem and I am at 2 bars of pressure, the only thing is that I have not gone to the dyno to find out how many hp it has.
I have seen the m43b18 with ethanol get 380hp full stock, it is not necessary to reach 10,000 rpm, valve floating among other bad things.
@@goyocarreras wow those are impressive numbers for stick m43b16, no thicker headgasket? what ecu?
@@TomoReso The engine is full stock, I have not opened it, the head gasket is original, and the ecu is also original, on my UA-cam channel there are videos of my car, it is in Spanish, but so you can see how everything is assembled, I have even the AFM and everything works ok.
Need some in-cab footage of the 'let's drive it through the field moments!' :)
Mate that thing sounds miiint!!
Wow! If it’s got more power everywhere from when I went in this last, that’s gonna be pretty scary!!! We need another muddy hillclimb video!
Yeah its pretty salty now
Great sound man, and nice results. Looks funny.
You make me feel like a sausage with my builds
Mad 4ag content as usual! Damn I wish I had my own dyno.
Love the test run 🎉
Fark! Those sheep are going to get their hay delivered in record time
Looks like a good candidate to replace the 3sge in the SW
Love this channel. I have to give a shameless plug for Jimbo at Robot Cantina. Both you guys are grass roots channels that make UA-cam great again - I know it, you know it bla bla bla .....
just watch out for gnomes
@@therealmudafuka7200 Indeed lol
I can't wait for the next vid tomorrow.
I think I want you to help set up my redtop 3sge for plus Turbo to run in my St165 GtFour
awesome results, the new engine will be so much more drivable with this longer powerband.
Usually i dont write comments, but your content give me alot of knowledge, your "good engine" makes almost same power as formula atlantic one, but there is not much to change to make more top end, maybe consider to try electric water pump instead of belt powered, like Old davies craig devices or tecomotive Tiny cwa + pierburg pump, i bought Old davies craig kit for cheap, i think it will be good topic for video and maybe a chance to beat formula atlantic engine
Holy crap that jump by going to the big cam
man. wish you can tune my 4age like this too. planning on running it on my 4wd with a 16inch 36 inch tyres with this setups.
Amazing video as always.
Do you know the best stock block setup for a 20v silvertop?
😍😍😍😍😍 what clutch and transmission are you running? Love the sound
Impressive power, especially if the RWD and huge tires losses are not calculated out.
It is a fair bit easier to get that power at the wheels in a corolla then a hilux.
Yeah all the numbers are at the wheels. Also running it up in 3rd gear, which usually shows less power than the 1:1 gear in rwd box. 4th would be almost 300kph due the big wheels and rpm, even with 4.88 diffs. which is way to fast for the dyno let alone the driveshaft.
Please get your hands on some bike carbies and show us mere mortals how to get 150hp out of a light cam and which carb is best that would be a fun video i think
That's really cool! I guess with a small turbo like that there wouldn't be much advantage going with a larger exhaust camshaft?
Is quite a few reasons why i done it like that, some as silly as that was the cams i hanging around. when pared with the exhaust cam out of that set it looses about 1000rpm on spool up. with the combo it has combine with the vvti it runs like factory at idle. good for slow speed stuff. if i acquire a slightly bigger exhaust cam i will try it.
@@Garage4age That would be cool to see what it does.
@@RocketRaspeed there is a video on my channel, where i tested the same cam combo on the na version of this engine, if you haven't seen it. it does basically the same thing as here. but yes im interested to see how big i can go on the exhaust side without loosing power off the bottom, or running rough.
@@Garage4agestock bigport cam is 240 duration and 7.6mm lift that might give it a little more compared to the 232 with 7.1mm lift.
@@brownsworthy7323 hey. Yeah a friend is sending me some. I need to change to a better cam belt so will swap the 240 in then
THAT is sooooo cool.
Looks fun
Thanks for doing all this awesome research! I currently have a 4AGZE, similar to your old engine minus the ported head and with a big SC14 setup. I am approaching the crossroad of switching to turbo.
I was thinking about a set of Kelford Turbo (HV) cams, 1SZ solid lifters, appropriate springs and then was heading down the route of a G25 (well PSR version) to try and get some response as I a really enjoy the instant torque hit of the SC14. How big is the turbine on your gtx2860? I'm probably also going to employ an antilag strategy as my application is an offroad buggy....which is why the instant response is so addictive. For the sake of information.....200kW is probably more than enough in a small single seater buggy between trees 😅
Interesting to see you had been pushing the 4AGZE rods and standard cams so far. Do you have a video detailing the porting and modified headwork somewhere?
gen 2 gtx2860 is still really good match for low - mid 200kw at wheels. have tuned a pulsar g25 4agze engine, came on around 500rpm later than my old engine, but it did have some aftermarket cams, so results may vary. The g25 would be my next step, but would run the 2860 if dont want to go past 250kw. I probably wouldn't even bother with cams if your goal is around 200kw, a stock smallport ze with do that no problem, but will take more boost. around 18psi on a nice turbo manifold and intercooler setup, with stock head and stock na inlet manifold. done one not too long ago with same turbo as im running. cams can actually make the turbo come on later if you go too big. no vids on the head work sorry, the head on it was quite aggressively ported, probably almost too much for stock valve head tbh. was a hand me down from my na engine before i went to a big valve head. something the 10 year ago me did.. the one on the new engine is a bigport head and was modified not to lose power off the bottom. but yeh not as good as the other one up top
@@Garage4age interesting! thanks for the tips. I just figured G series was the new hotness, but good to have some real world experience. Any idea how big the cams were on the PSR G series thing?
That definitely is the beauty of the turbo application, so easy to cram more boost in. The SC14 just makes whatever it makes, spin it harder and it just makes hotter air :p
@@ae86racer007 it had hks cams unsure if 256 or 264 version. nothing too big either way. G series newer tech yeah. but is still a bigger turbo with bigger wheels than the 2860, Any half decent turbo will make a stack more power on same boost as a sc12/14,
@@Garage4age I am starting to see that! Just going to need some ALS to keep it woke at 3000rpm :D
Garretts Boost Advisor did favour a 2860 over the G25....G25 is on the bottom of the efficiency Island, 2860 was pretty solid in the primo area :)
Very cool! Does it run stock valve springs?
toda springs. i swapped to shimless buckets also
How do you keep the bottom end together when revving so high? I do not see a girdle or ladder caps to keep the crank happy. Is it only because you are doing quick pulls and not sitting at those rpm's?
Hey I know this probably isn’t the best way to ask this question but how did you do this swap I have a 87 4x4 and have been trying to figure out how you did it for years since I saw one of your videos and now my motor is out and I’m debating on a 4a 16 or 20 valve or a 2JZ and I have really liked these motors so any info would be very appreciated
That is a seriously impressive power band! So many people just chase numbers these days with no regard for driveability
mad scientist at it again, thats it buying a shirt to fund bringing vvti to the market 🤪
Is there a measurement of the area under the power curve that would effectively convey the increase in usable power from this setup better than peak power?
Hey mate just wondering if you’re worried about the shim over buckets crapping the bed at high rpm? I watched a video of a guy talking about 4a’s and he mentioned Toyota switching to rockers for the 2zzge head because longer duration cams and higher redline. Cheers
I have swapped to 1sz shimless buckets on this engine. You will find 2zzge uses rockers for the vvl system, rather than them switching to them for rpm issues
That's awesome, sounds off its face!!
Someting tht poped out from yota "atlantic racin" so its blk top 4ge w 7a bottom not blue 4ge botom?? Idon know its been so while ive f w 4age n yota family, Nice high rev, mechanical tuned buld up
Would it be better to just start with a Beams motor ? Will it make more power?
Love it… more test run footage please 🇦🇺🤜🏼🤛🏼🍀☮️
Is there any mileage in feeding in some more boost later in the rev range to keep the toque from rolling over up top?
Yeah was going to if needed. but don't really notice it rolling over when driving it. it doesn't drop below the peak power of the old engine. will leave as is, so smashes the limiter slightly less haha. If engine was in something else would put a boost ramp in it
@@Garage4age makes perfect sense
I caution against reving this past 9 grand with the stock crank they start flexing and the rold bolts You WILL break them. especially with long rods they will survive a few dozen pulls to 10 grand but really you need to work on the bottom end if you want to rev there. also more boost there is a guy making 600hp out of 4age in his pikes peak car
The long rods will make it easier on rotating assembly, not worse. thats the whole point. less side loading and vibration, which is a bad day for the bottom end. As per the video I'm not chasing big power. just wide powerband. If i wanted big power, the combo of parts would be different
I was expecting some crazy jump too :)
haha, maybe next time
Please recover all the torque beyond the current peak by turning up the boost. You are moving past your knock limit rpm and assuming you have the fuel there is no reason to limit it to a number. Flat line the torque so you stay in the drive line limits.
Hey. Yeah that would be the plan if wanted more power. But it already has more than enough to do what it needs to do. Rolling over at the end will stop it going into the limiter as hard in mud holes and the likes
So bad bro I don't need a ute yeat but that would be it. Just to tow a small boat. Need 2 get 1 of yr stickers on the wagon. I'll email you about going bigger cams too when I'm aloud😢
The sound 🥰🥰🥰🥰
I would like to know how to put vvti cam shafts on my 4age for my NA AE86. is there any guide or something?
A 35% increase in the RPM range ratio with the turbo spooled and more power throughout is respectable.
Is this called a 35% increase in bandwidth?
Hello my friend,make video about phase timing (ECU)like you have about ignition timings,if it possible ❤
I have quite a few cam timing videos if thats what you mean. 4age vvti: ua-cam.com/video/B1mAesApxv0/v-deo.html k24 : ua-cam.com/video/rX6rAjI-VW0/v-deo.html
4age turbo ua-cam.com/video/bnIsNwdKnCw/v-deo.html this one is not variable but you can see what the settings would be if it was
@@Garage4age I watched these videos,I think they are very useful. I asked the question a little wrong, I’m interested in how the timing of fuel injection itself is affected, maybe your ecu doesn’t have such a function, I can’t know for sure, in mine ecu has a map similar to an ignition or mixture composition map, only there you can set the timing of fuel injection, for example, into an open valve or into a closed valve, etc. ,exactly the moment of opening the injectors,That’s what I meant
@@nivagarage301Ah you mean injector timing. some ecu's call it different things. I did a little bit on it in this video ua-cam.com/video/lt7JpXEfH-4/v-deo.html Isn't usually much in it power wise. generally just adjust till afr is the richest, meaning the fuel that is injected it getting burnt/properly burnt. then trim the fuel back to the correct afr. can make the engine run nicer at low rpm, sometimes is a little to gain in the top end on an aggressively cammed setup, but only if have big injectors that are running at lowish duty up there. i may do a video on it at some stage
If the VVTI advance never goes less than 19 degrees advanced would it be a good idea to manually advance the cam to 15 degrees as a starting point and advance it further than the 60 degrees down low?
60 is the max travel of pulley, is setup to stop at minimum piston to valve clearance. Is only a very small gain going from 55 to 60, so is pretty much good as it will get. the last 19 back to zero is nice to have at at low engine speed and idle, since pretty much has zero overlap. it idles like factory.
@@Garage4age Ah yea true true, forgot that you had a big cam on the intake making it an interference
Why not fit a larger exhaust cam too? I guess maybe it's not worth it?
Few reasons. Had that cam hanging around already setup for the vvti. using the exhaust cam from the same set makes the turbo come on 1000rpm later, but does make a bit more up top. I dont have anything smaller hanging around to try and is probably a better combo. but this works well for the hilux. As with the vvti on the inlet and small exhaust cam, get factory like idle, hard to stall out and the massive powerband. all good stuff for 4wding. Almost everything on this engine is recycled from other projects, so some things are a compromise
@@Garage4age That's interesting. Thanks for responding. Having more torque lower in the RPM range is definitely better for the offroading I do than peak power numbers at high RPM.
Is it overlap that causes the turbo to come on later?
Do you think you'd see benefits from a bigger intake cam without the turbo?
I have a Nissan D40 with the VQ40 and it has variable timing on the intake cam. I am trying to figure out if a bigger cam would be beneficial. I am concerned about shifting the powerband to the right and losing low end torque.
I'm in the process of swapping to a solid axle in the front and will be running 37" tires. The purpose of the truck is offroading, but it will be street driven to the trails.
My current thought is to just leave it alone, but I'd love to her your opinion. It will be NA, no turbo or supercharger.
@@Fix_It_Again_Tony Take a look at this vid Its basically the same engine in NA form with the same cam combo, comparing against stock cams both sides and big cams both sides ua-cam.com/video/-Inv1TkANls/v-deo.html A good part of how well it pulls off the bottom with big cams is the exhaust setup. Which is pretty well dialed on the na setup. the turbo essentially destroys all of that. since is creating pressure on the exhaust side. So yeah results will obviously vary from setup to setup and different engines. but just changing to a bigger inlet cam with the vvti to make it run nice would be a safe bet
@@Garage4age I'll check that out, thanks. I'll have Doug Thorley long tube headers (1.4" primaries, 22" long) on this truck and I plan on building the exhaust myself. Nothing too crazy, but I'll use mandrel bends and try to keep the diameter sensible. As I understand the velocity of the exhaust gas is key to scavenging.
MORE TESTS time please!!!! :D
Which vvti pulley do you use? Is it very difficult to adapt? What computer do you control it with? the pulley on my 20v is dying
Yeah very. its a 2jz pulley. runs an old link ecu. I would just find another 20v pulley,
What an incredible power range it has! Maybe next step would be a decent silencer 😅
Nothing like a 4a slappin 9.9k limit at 129dB. ooooftt That currawong knew to get out of dodge.
looking decent! cant wait to see it spitting mud everywhere again if you take the cameras out for some bush bashing
Cheers. Does the Hilux feel more alive with the new engine?
Have you considered tuning with rising boost curve? Add extra boost after the torque peak, so the engine would make more power without self destruction.
yeah huge difference in how it drives with the massive powerband. its already got more than enough power, but yeah thats what i would do if wanted more. its quite high compression mid to high 10's. It's not running any form or boost control atm. just spring pressure
Diesels owners like: 14psi? That’s less than my stock motor😮💨😂
Here i was thinking "you need the BIGGEST exhaust cam to get high rpm".
Ive tried the same cam combo a few times, both na (is a vid of the na test) and turbo on old engine in the hilux. only reason i didn't run with it on old engine in hilux. is it has to run super nice down at idle to do slow speed 4wd stuff. which the itb's and vvti solves. I should be able to run a bit bigger exhaust cam (have nothing in between here to try). but running the 278 exhaust cam out of this 284/278 set kills the boost threshold by about 1000rpm, for a bit more top end. which is a no go in this thing. Current setup, runs super nice. you would never suspect it pulls 10k rpm
Not going to swap the old head on?@@Garage4age
@@Clickeral Will leave as is, it already makes more than enough power for its intended use
Fkn Sick men❤! How long the old engine as last of abuse ?
It ran a big end bearing awhile back, due to oiling issue. so i threw a new crank and bearings in it. rest of it was built over 10 years ago, and used to be in my drift car. still runs perfect and doesn't use any oil
@@Garage4age wow impressive what fuel do you use and what oil grade in both aplication n/a and turbo
@@sachadohc2912 98 ron e10 pump gas. 0-40 petro-canada in everything at the moment as got a bunch of it for a dyno job. otherwise usually 10-50 penrite
@@Garage4age as usual very impressive sir !
Hey man how would I contact you about coming down to get my little yaris tuned? not a 4a-ge but I have heard you mess with 1nz-fe from time to time.
Hey. Can send me an email garage4ag@gmail.com
Finally!!!
when are we getting a VVTI how to?
I never ask but i know back then you use 47mm oversized blktop itb but what itb did you use now if those plate are 52mm still blktop oversized again ??
the 52's are bmw throttles
@Garage4age oh ok so you are dbw now ?
@@sachadohc2912 cable. next build will have dbw itb's
@@Garage4age bmw as cable 52mm itb 🤔
@@sachadohc2912 they have a separate external dbw module. that commonly breaks and is expensive. easy to convert to cable. port spacing is too big for 4age though, so have to modify them.
Old engine had more stroke as i undrestand and was better mid range which is logical. Vvti band aid the low rpm but no replcament for displacement. What is thr reason for the destroke?
they are both 1600cc. old engine is a factory 1600cc bottom end, new has taller block but longer rods, same crank. more reliable at high rpm. The difference is in the heads, old engine had newer design smallport head that had been heavily ported, from one of my na builds. new engine has older design bigport head. if swapped the old head onto new engine would make more power. but already does what it needs to. old engine/head had more midrange power due to where the cam timing was set, if it had cam timing adjusted or vvti would make more power up top also. The new engine is mostly made of 2nd hand parts and leftovers from other engines and projects btw
@Garage4age very interesting,I take back my comment. Any chance of flowing the two heads. Is old design bigger port really flowing more than newer design small port. What about valve sizes and throat %?
@@abdullaalameri90 The big port and smallport names are kinda misleading. its just the port entry on the the "bigport head that is actually bigger, which what seems to be designed around the toyota tvis system. further down the port the bigport head is smaller than the smallport head. both are the same on exhaust side. Both can be modified to make pretty much the same power. In this case its more the fact that the smallport head on the old engine has had more aggressive work done to it. They both are modified and make more power than stock heads. The bigport head was originally modified with the aim of not loosing any bottom end power and gaining top end. which i did, can be seen in one of my earlier vids.
@@Garage4age thanks very clear
I got 4agze stock bottom. I word like to make around 300whp reliably. Is it possible? What combinations do you recommend? Thanks 🙏
Yeah easy, long as its in good condition with good tune. the "old engine" in this video is just an 8.9ze bottom end. has arp rod bolts, but otherwise stock parts.
Thanks for the reply
I have haltech 1500 would like to use it on my so
4agze twincharge or turbo . What would you go with?
I can't imagine put dat thing in da AE86.🤯🔥..
Im looking for a set of those long rods. Where did you get them?
I had them custom made
What trans and gears are you running?
Is the oil pan on backwards??
its 2 sumps made into a rear sump. front sump would hit the diff
Pretty cool, but if it has more than enough power, why long rod instead of just 7a? Revs are cool tho
wheel speed, good for clearing mud out of the tyres. can go from 5kph to almost 70kph in same gear. This will make the same power with less cylinder pressure than a 7a also
also 7a is a bone rattler. this thing is smoooth
@@Garage4age Fair enough. My 7a was smooth as silk and I wouldn't say the others I had drifted with were rough. We needed the torque tho, and after all a gearbox / diff is nothing more than a torque multiplier.
i was under the impression high duraton / lift cams would negatively impact low end torque / power and instead you gained a tonne of top end, how did you manage to gain low end aswell as top?!
Thats why i only swapped the big inlet cam in with stock exhaust cam. if I use the exhaust cam out of this set (they are actually na cams) it will come on boost about 1000rpm later than stock cams. have done the same test on the na version of this engine ua-cam.com/video/-Inv1TkANls/v-deo.html Which is the same head and similar bottom end. It really needs the vvti to make it work so well though.
@@Garage4age interesting, so installing intake cam and leaving exhaust stock actually has opposite effect of having both!