Seriously? If it was making less torque at 3000 RPM then it would be making less power. They are after all mathematically tied. The N2 motor makes 50 HP at 3000 RPM therefore it makes 88 lb ft. The stock motor makes 40 HP at 3000 RPM therefore it makes 70 lb ft. That doesn't look like 50 HP to me, ...

Again that motor makes more power than the stock 4A across the entire rev range. Whether or not you feel the stock 4A is a dog at 3k RPM is going to be relative but the N2 motor will be less of a dog. If that's not enough for you then you should be looking at boost or displacement. Except that it d...

Something is wrong with your N2 dyno graph. 450 N*m does not look right. That N2 engine still has a torque peak of 8k RPMs. If that 200HP (150 kW) at 10k RPMs can be believed, it's making 100 ft*lbs of torque there (135 N*m). It's making about 90 ft*lbs at 4k RPM. The stock AW11 says it's making 75 ...

I'm not a fan for the OP's desires.... too long a duration will push the rpm of this engine to about 8800-9000, which will make this more difficult to be truly dual purpose. **IF** this was primarily a track car... I can see this cam, but in my opinion it is a bit too aggressive for the OP's stated...

Why would you go shimless when shim under are readily available? I believe shimless is quite a bit cheaper, but I could be wrong there. It's been a while since I looked into it. Whats the difference of shimless and shim under? Also whats the pros and cons of both? With shimless valve lash is taken ...

yoshimitsuspeed wrote:Why would you go shimless when shim under are readily available?

I believe shimless is quite a bit cheaper, but I could be wrong there. It's been a while since I looked into it.

John at WC engineering has a stock of shimless buckets in stock in the US.
jwelch@wcengineering.com

It's difficult to order them in small numbers.

Here's a write up on shimless buckets for the 4A 16v
http://austarletclub.com/index.php?/top ... ion-guide/

You didn't mention fully independent suspension. I haven't pushed an AE86 so I can't comment on the handling but I can tell you I don't think a solid axle belongs on anything that doesn't crawl through boulder fields. If my AE86 ever gets put on the road it will almost guaranteed get independent re...

Thanks for all the information! I'll have to investigate and reconsider the aw11. Is the engine bay pretty cramped? Did you track yours? There's just a little less room than an FF Corolla. People swap V6s into the things. I never got mine on the track. I autocrossed it regularly. I have a friend wh...

I would argue it's much easier to get the AW11 sorted than the Corolla. My AW11 was very predictable. The AW11 also has a much better transmission. You can even put together a 6 speed for it inexpensively and easily. Having driven both I would say less people notice the MR2 than the Corolla. I'm not...

Why FR?

I'm not as happy with how my AE86 handles compared to how my AW11 MR2 handled. It was very predictable and pointable, but that might just be that it had a better sorted suspension than my AE86 currently does.

If you're not concerned about the space, take a look at AW11s.

I've got a short block. What are you trying to accomplish?

AE111 block
OEM 81.5mm pistons
Molnar Technologies 40/20 rods
40mm crank
Tomei ladder caps
ARP main studs

Where are you located?

Personally I don't get the whole coilover thing, assuming it is a coilover using 2.25" springs there are probably as many disadvantages to using them as there are advantages. I guess the main advantages are the ability to corner weight the car and adjust the ride height but only the best desig...

I think I'm honestly in the same boat; as I said, there are post docs about this stuff. It's not easy to wrap one's head around. I've had Blair's book for 6 years and there's a lot of it that still doesn't seem intuitive to me. Back to topic; I think an 11.4:1 static compression ratio, as calculated...

totta crolla wrote:Why not try the cams you already have with the large valves ?
Those cams certainly appear to produce the goods !
Using lift of more than 9.5mm will require that a relief is cut out of the head for each of the lobes.

I'm going to second that.

Correct. A late opening intake valve and a late closing exhaust valve. A little bit of exhaust gasses get sucked back into the intake and combustion chamber to lean it out. The 1zz used it a little bit, but engines like the 1nz (or variant of) used in the Prius are built around it. It's super cool....

SAE J604 1.23 defines the term "volumetric efficiency. I cited it earlier. Prof. Blair in "Design and Simulation of four Stroke Engines" section 1.6.2 references the SAE's definition of volumetric efficiency. To be fair, he says he prefers calling it the "delivery ratio", an...

I should have used swept volume instead of total volume but VE is 100 a ratio of volume. If a car has 100% VE at sea level it will have 100% VE where I live at 6000 feet. The mas airflow will be much different though. VE is a ratio of the volume of atmospheric air that the motor takes in per revolu...

AE Harold. wrote:So is it best to build with seat to seat cams such as the poncams rather than the kelford 193-B cams?

I'm sorry I missed this. It's just a different way of measuring the same thing. There's no inherent difference in cams between the two methods of measuring lift and durations.

Burdickjp, that's the idea with the variable valve timing. What you're referring to is a Miller Atkinson cycle engine. Spot on! We shall see how much I can alter valve timing with a standalone computer. I was thinking more about how engines like the 1ZZ VVTi do their EGR cycle. It was a clever idea...

Pick up Staniforth's "Competition Car Suspension".

Even static compression ratio doesn't mean anything in a moving motor except that it's a great way to set your baseline that everything else is based off of. From it we know total cyl volume, stroke displacement and compressed volume. I'm not sure how you are getting any of that information from th...

EGRish action can be achieved with valve timing. This is why many modern engines do not have EGR; they're using valve overlap to achieve something similar, or sometimes better. I'm not sure if the BEAMS has continuously variable valve timing, but if so, you may be in luck.

It doesn't change the fact that it is useless when it comes to calculating trapped volume in a motor that is actually spinning. If you are trying to calculate at a theoretical zero RPM then it could be useful information. Volume is determined by the geometry of the engine and nothing else. The engi...

I doubt it though. The dynamics of a boosted engine are much the same as an NA. The differences I can think of if anything cause more and more chaotic reversion waves. The manifold is usually shorter. Because of this it can be very hard or impossible to make a collector as good. The initial pulse l...

How are you coming to a higher compression ratio with a lower trapped volume? The BT would have to have 4.5CCs dome to hit 11:1 compression. That would give it a compressed volume of 33.3 cc plus the volume of the HG. That should total about 40 cc. 440 cc / 40 cc is 11:1. I'm not sure if your calcu...

yoshimitsuspeed wrote:I don't see how a bigger step from port to primary would be better in an NA build.

I'll posit that steps reduce the amplitude of reversion waves, which have a large impact on naturally aspirated power production, but I'd have to dig into some literature to have any citations for that.