Few photos
Sorry, last two are off my phone and they are a bit shit.
Stu's 4agte EP71
Moderator: mods
Re: Stu's 4agte EP71
Been a while, pulled the car out and started it recently, few checks and its pretty much ready for the season. Have been crazy busy with working on other peoples cars - check out the facebook page if your interested (in signature below).
Few photos
Sorry, last two are off my phone and they are a bit shit.
Few photos
Sorry, last two are off my phone and they are a bit shit.
Re: Stu's 4agte EP71
Over the summer break I didn't do too much to the car other than finally fit the windscreen and roof gutter trims, buy some Hoosiers (first time ever) and fit a new seat in the drivers side. I also changed the alternator belt and made a new adjuster to get a touch more tension on it as it was slipping at idle at the event in December.
We had the 4&Rotary Nationals over the weekend just been so about two weeks ago I got the car out to give it a once over and a bit more road tune time. With the help from Kris (aka KPR) we managed to wind quite a bit more boost into it so had a low setting of 10psi and a higher setting of 18psi with the fueling still very safe in the 11's at peak load. The timing side hadn't really ever been seriously looked at other than making sure it was safe so this time we added in a bit and the difference was quite dramatic. A big increase in power and a change in the the power delivery too and it just goes mental over 6500rpm and its still wanting more fuel at the 8300rpm rev limit so the inlet manifold must be working. There was still alot of room for improvement but with the clock ticking I just left it there and will look at more tuning time in the future. Only issue was I kept breaking TPS units and had run out of them so we did all the tuning without one.
About a week out from the nationals my brother Ryan (aka Finx) came over and gave me a hand to swap the springs around and setup the suspension and alignment. For the drags he had good success with heavy springs in the rear and soft springs in the front so we put my 8kg springs in the rear and set the shock to hard, and put some new 4kg springs into the front and set the shocks to a medium soft setting. No camber and just a touch of toe out. Things were looking pretty relaxed and under control
On the Wednesday/Thursday before the Nats I put together the drag racing gearbox and fitted it on Friday. This was built using my original gearbox that had the LSD in it till it smashed the cage housing apart. First drive didn't go so well with the crown wheel eating the housing... (my fault, didn't double check the bearing preload which allowed the diff to walk). This resulted in a very busy Saturday building, fitting and testing another gearbox and getting the car on the trailer.
Made it to the Nationals on Sunday. First run was up against my old mate Matt in his awesome 4agte AE86. I had a good reaction time but wasn't used to the Hoosiers and bogged so had to kick the clutch a few times to get it off the line and hooked up so Matt got a good head start. Got to third gear and was steaming to catch up with Matt but the engine started running on 3 cylinders in the higher revs. Managed to beat him to the line but it wasn't a clean run. Back at the pits it turned out a spark plug lead wasn't seated properly so not a major to fix.
2nd run was up against a pretty cool MR2, tried launching in 2nd but again it bogged and took 3 or 4 clutch kicks to get it on song. He must have had a similar shocker as he only had a slim head start. Third gear I had a boost spike at 6500rpm which hit map limit so I short shifted the gears from there and ran a 14.5 and the win. Lifted the map limit on the ecu between runs and launched at 7500rpm on the third run - again bogged and had to kick it to get away against the EVO i was paired against. Hit map cut again and ran thru for a 14.7 or something like that.
My laptop ran flat so couldn't change the tune so for the fourth run which was elimination, I dialed a 14.0 not knowing how it would go. Decided to run on low boost (10psi) and launch in 1st rather than second. I had a reasonably clean but slow launch (2.3 60ft) and 2nd ran thru clean so flipped high boost for third, had my finger on the button incase it spiked again which is did so short shifted 3rd and ran low boost again in 4th. Netted a 13.7@101mph run but against my 14.0 DYO time I had broken out so was out for the competition. I hung around for a few hours waiting for grudge racing but my 13.7 run turned out to be the last run of the day due to delays and some rain coming thru so packed up and headed home.
On the way back home Kris asked me what triggers the VVT and we realised that without the TPS it doesn't operate (runs on a TPS/RPM condition switch) so the cam timing from 1600rpm to 6400rpm was very flat due to the VVT inlet cam not advancing 30 degrees as per normal. So even though it wasn't the greatest of days it was quite promising knowing there is way more potential even at low boost. Not sure which of the next night wars events I will get to before the close of the season in March but i'm pretty keen to get the TPS working again (or just set the condition to an rpm switch only) so VVT operates.
Huge thanks go to Ryan for helping with the suspension/alignment and gearbox diagnosis, Kris for helping on the day and to tune, and Matt/Karl for motivation and good laughs as usual.
TL:DR version - mixed results again but good experience and figured out a few things for the next event in a few weeks time.
We had the 4&Rotary Nationals over the weekend just been so about two weeks ago I got the car out to give it a once over and a bit more road tune time. With the help from Kris (aka KPR) we managed to wind quite a bit more boost into it so had a low setting of 10psi and a higher setting of 18psi with the fueling still very safe in the 11's at peak load. The timing side hadn't really ever been seriously looked at other than making sure it was safe so this time we added in a bit and the difference was quite dramatic. A big increase in power and a change in the the power delivery too and it just goes mental over 6500rpm and its still wanting more fuel at the 8300rpm rev limit so the inlet manifold must be working. There was still alot of room for improvement but with the clock ticking I just left it there and will look at more tuning time in the future. Only issue was I kept breaking TPS units and had run out of them so we did all the tuning without one.
About a week out from the nationals my brother Ryan (aka Finx) came over and gave me a hand to swap the springs around and setup the suspension and alignment. For the drags he had good success with heavy springs in the rear and soft springs in the front so we put my 8kg springs in the rear and set the shock to hard, and put some new 4kg springs into the front and set the shocks to a medium soft setting. No camber and just a touch of toe out. Things were looking pretty relaxed and under control
On the Wednesday/Thursday before the Nats I put together the drag racing gearbox and fitted it on Friday. This was built using my original gearbox that had the LSD in it till it smashed the cage housing apart. First drive didn't go so well with the crown wheel eating the housing... (my fault, didn't double check the bearing preload which allowed the diff to walk). This resulted in a very busy Saturday building, fitting and testing another gearbox and getting the car on the trailer.
Made it to the Nationals on Sunday. First run was up against my old mate Matt in his awesome 4agte AE86. I had a good reaction time but wasn't used to the Hoosiers and bogged so had to kick the clutch a few times to get it off the line and hooked up so Matt got a good head start. Got to third gear and was steaming to catch up with Matt but the engine started running on 3 cylinders in the higher revs. Managed to beat him to the line but it wasn't a clean run. Back at the pits it turned out a spark plug lead wasn't seated properly so not a major to fix.
2nd run was up against a pretty cool MR2, tried launching in 2nd but again it bogged and took 3 or 4 clutch kicks to get it on song. He must have had a similar shocker as he only had a slim head start. Third gear I had a boost spike at 6500rpm which hit map limit so I short shifted the gears from there and ran a 14.5 and the win. Lifted the map limit on the ecu between runs and launched at 7500rpm on the third run - again bogged and had to kick it to get away against the EVO i was paired against. Hit map cut again and ran thru for a 14.7 or something like that.
My laptop ran flat so couldn't change the tune so for the fourth run which was elimination, I dialed a 14.0 not knowing how it would go. Decided to run on low boost (10psi) and launch in 1st rather than second. I had a reasonably clean but slow launch (2.3 60ft) and 2nd ran thru clean so flipped high boost for third, had my finger on the button incase it spiked again which is did so short shifted 3rd and ran low boost again in 4th. Netted a 13.7@101mph run but against my 14.0 DYO time I had broken out so was out for the competition. I hung around for a few hours waiting for grudge racing but my 13.7 run turned out to be the last run of the day due to delays and some rain coming thru so packed up and headed home.
On the way back home Kris asked me what triggers the VVT and we realised that without the TPS it doesn't operate (runs on a TPS/RPM condition switch) so the cam timing from 1600rpm to 6400rpm was very flat due to the VVT inlet cam not advancing 30 degrees as per normal. So even though it wasn't the greatest of days it was quite promising knowing there is way more potential even at low boost. Not sure which of the next night wars events I will get to before the close of the season in March but i'm pretty keen to get the TPS working again (or just set the condition to an rpm switch only) so VVT operates.
Huge thanks go to Ryan for helping with the suspension/alignment and gearbox diagnosis, Kris for helping on the day and to tune, and Matt/Karl for motivation and good laughs as usual.
TL:DR version - mixed results again but good experience and figured out a few things for the next event in a few weeks time.
Re: Stu's 4agte EP71
The new Cusco RS LSD for the 4agte has turned up - ordered it late last year! Now to find a donor c56 to fit it into. Last photo shows the old TRD unit that died a while back after years of faithful service.
Couple of weeks to go for the next event
Couple of weeks to go for the next event
Re: Stu's 4agte EP71
Had the car out again last Friday for the night meet at Meremere. I didn't have any time before the event to make any changes on the car other than swap the side pipe for the full exhaust, so its was the same boost/no vvt tune. While loading it on the trailer noticed an exhaust leak from the turbo area - found the turbo gasket had blown out, possibly part of the boost spike issues last time out. Eventually got to the track and ran a string of 13.2 & 13.3's but times got worse as the evening went on and the track got colder and the dew settled. Cut some good lights, 60ft's slowly dropping (2.0-2.1 sec) but still plagued with poor running up in the rev range. Think I've found the issue but more on that later. Really need to get vvt operating before the next event but time is short! Some awesome photos thanks to RL Photography NZ.
The only photo of my car
It was a super clear night
This is the Green Brothers 323 wagon. Daily driven 13bt but runs 8's! Love this car
The only photo of my car
It was a super clear night
This is the Green Brothers 323 wagon. Daily driven 13bt but runs 8's! Love this car
Re: Stu's 4agte EP71
Last Friday was the final round of the drag wars at Meremere so I took the 4agte down for the last runs of the season.
Since the last event I finally solved the slight miss/hesitation at high load which turned out to be a caused by the Magnacor spark leads. The 20v head runs leads with a boot that slides down inside the head (same deal as 4e/5e's) and I realised that one of the terminals inside the lead was actually 6-7mm away from the top of the spark plug terminal so all this time its arcing across to the plug. Magnacor are making a new lead but in the mean time I jammed a normal non-booted 8mm eagle lead down onto the spark plug.
I also got VVT working again by changing the switching conditions in the tune. The vvt advances the inlet cam about 30 degrees which makes a massive difference to power delivery but this meant I had to step back to a tune from last year when the vvt was actually working as the current tune would probably be running too much timing with the additional cam advance. With Kris's help I did a couple of test runs with vvt always off then always on then by looking at the dips in AFR we could work out the ideal switch points. With vvt running in some areas 10% more fuel was needed which shows how much extra air flow there is.
I didn't get a whole heap of tuning time but loaded up and off to the track I went. Still running low boost the first run netted a .122 R/T, 2.087 60ft and a 13.191@105.84mph. Second run netted a .039 R/T, 2.159 60ft and a 13.105@108.36. Third run I tried launching in 2nd, it bogged so I kicked the clutch and it hooked up the best it ever has. Result was a 0.091 R/T, 2.567 60ft, and 13.476@107.58mph. Slow 60ft due to bogging so if I get the launch nailed and good run it might go for a 12 on low boost and soft tune. Unfortunately the oil return from the turbo developed a crack so rather than spread oil all over the track and risk a ban it was back on the trailer and an early finish to the night but they car felt great and happy with the result with low boost and a very quick tune. Consistently cutting sub .13 lights now so just need to learn how to change gear
The engine runs 8.0:1 pistons so even with a TRD headgasket the compression ratio will still be low so more boost should wake it up, plus peak timing is very conservative at the moment. More tuning and more boost should result in good power gains - time will tell!
Anyway winter is coming so there's always next season! There are some winter events starting in June so hopefully will make those. Thanks to old man Kris, Ryan, Mattface, Karl and Joe for the help this season
Since the last event I finally solved the slight miss/hesitation at high load which turned out to be a caused by the Magnacor spark leads. The 20v head runs leads with a boot that slides down inside the head (same deal as 4e/5e's) and I realised that one of the terminals inside the lead was actually 6-7mm away from the top of the spark plug terminal so all this time its arcing across to the plug. Magnacor are making a new lead but in the mean time I jammed a normal non-booted 8mm eagle lead down onto the spark plug.
I also got VVT working again by changing the switching conditions in the tune. The vvt advances the inlet cam about 30 degrees which makes a massive difference to power delivery but this meant I had to step back to a tune from last year when the vvt was actually working as the current tune would probably be running too much timing with the additional cam advance. With Kris's help I did a couple of test runs with vvt always off then always on then by looking at the dips in AFR we could work out the ideal switch points. With vvt running in some areas 10% more fuel was needed which shows how much extra air flow there is.
I didn't get a whole heap of tuning time but loaded up and off to the track I went. Still running low boost the first run netted a .122 R/T, 2.087 60ft and a 13.191@105.84mph. Second run netted a .039 R/T, 2.159 60ft and a 13.105@108.36. Third run I tried launching in 2nd, it bogged so I kicked the clutch and it hooked up the best it ever has. Result was a 0.091 R/T, 2.567 60ft, and 13.476@107.58mph. Slow 60ft due to bogging so if I get the launch nailed and good run it might go for a 12 on low boost and soft tune. Unfortunately the oil return from the turbo developed a crack so rather than spread oil all over the track and risk a ban it was back on the trailer and an early finish to the night but they car felt great and happy with the result with low boost and a very quick tune. Consistently cutting sub .13 lights now so just need to learn how to change gear
The engine runs 8.0:1 pistons so even with a TRD headgasket the compression ratio will still be low so more boost should wake it up, plus peak timing is very conservative at the moment. More tuning and more boost should result in good power gains - time will tell!
Anyway winter is coming so there's always next season! There are some winter events starting in June so hopefully will make those. Thanks to old man Kris, Ryan, Mattface, Karl and Joe for the help this season
Re: Stu's 4agte EP71
Will update this sometime soon but here's a quick clip from the 2017 Nationals - few seconds of 4agte shown
https://www.youtube.com/watch?v=ToOqbkFApyc
https://www.youtube.com/watch?v=ToOqbkFApyc
Re: Stu's 4agte EP71
Also this happened
[youtube=]https://www.youtube.com/watch?v=hPcrdI4MYro[/youtube]
And another one
[youtube=]https://www.youtube.com/watch?v=aBnZJhVUDZI[/youtube]