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Amazing car. I’d want to do something similar with the 4a-ge in the aw11 mr2

This is *fascinating.* That 5° cone has literrally no drawback

if only my AE92 had room for longer trumpets if i go past 40mm i cant run air filters :C

I know this is old but if 165mm length was the best why did you opt to continue the rest of the testing using 185mm?

Anyone done or ever considered experimenting with stepped headers on the 4A-G? Interested to find out about the potential sound and power differences, might try it out myself one day if I get my hands on a 'rolla Levin or MR2...

i think the main factor also is the weight of both rod it also affect the balance factor of the crankshaft

I would like to know how to put vvti cam shafts on my 4age for my NA AE86. is there any guide or something?

great video how about a video on the effect of changing the fuel injector dead time i had a problem running the car and the afr was super rich and had to lower the ve numbers substantially to get the car to run .. i found later that the injector dead time was set up for different injectors

how about trying different installation angles? 30, 60, perpendicular to the inlet?

Low RPM (Idle-2500) comparison would be nice.. if you ever continue this. 🙂

Why didn't you do some testing with the inlet valve open to the point just before it closes? The rush of intake charge and subsequent VE is enhanced by charge momentum. Injecting fuel onto the back of closed valves has its merit, ie fuel vaporisation, but to stop the flow and then re accelerate it to move the mixture into the cylinder is counter productive. Do another test and move the EOIT to just before the valve closes and see what happens. The idea of using a large injector is fantastic and makes total sense in this experiment. I'm keen to see your new test results. 😀

Спасибо бро за обзор 👍👍👍🔥

Hi, what about knock? Seems You can add advance but knock can occur. Thanks.

I know this is not fully correct to ask this, but have you also measured air cosumption, and made similar adjustments to make it not only iso-fuel, but also measure iso-air differences and/or keep both constant?Or could you do that, for science

It does not cut off the fuel completly when breaking with engine.

👍

So do you have a custom ecu in the car or how are you adjusting injection timing?

If you missed it part one is here: czcams.com/video/RSLuB03owaI/video.html

Heyho, ever tried using roller barrel intakes?

Only 100% pump gasoline? No ethanol at all? I tried just tried changing EOI (pretty much stock 4A-GE 16V on Link G4X) - i don't seem to get significant lambda changes like yours. I don't have a dyno though. :P

OK, now put in big injectors that give you a duty cycle WOT under 40% then you might see more results.

Why do you hate the 20v Mr G4a 😢

Great channel, congratulations, very useful. A real mythbuster! :)

it would be super interesting to see comparison between 3 inch exhaust, double 1.5 inch and double 2 inch. oval exhaust would be interesting to throw in there

I bought a old dyno, fixed it, now I am using it since a couple of months. Because of you. I loved the way you test each little gain, it was inspiring for me.

I love the dyno videos. No it’s not giant power but it’s proper testing and I love it.

Always quality comparisons

Awesome 👍, that's what a proper tune also has to cover, not only the WOT and big HP numbers but also the driveability and economy. And that's what takes the big portion of time to make it right. Thanks a lot for showing this

I'd be interested to see if crazy high fuel pressures make any diff to power. Some of the Honda NA drag race boys swear by running super high fuel pressure for "better atomization" and make the last bit of power that way.

Anyone else catch that the new Porsche turbo engines run at 14.7 at all times?? Even a full boost load.

its all in the name of making power efficiently... playing injection timing sure does have its benefits for N.A especially when making power with lesser fuel... NICE..

Looked like it liked 350 better at really low rpm, but then 300 took over for everything else. Maybe ignition timing would alter the efficiency at the different rpm range points for the injector timing as well because of it.

I do injector timing on jeep 4.0 stock With haltech ecu In 360 was insane power big different than 400 I think u need to try engine all motor What i know u should adjust degree each rpms Idle 300 Mid throttle 350 Full throttle 420 Like this u will find better results And its about adding fuel in exhaust valve or maximum amount fuel intake

*Ну как бы ни для кого не секрет, и уже давно всем всё ясно - на большой нагрузке лей в открытый, на небольшой в закрытый*

Pretty much what I expected, having tuned the same linage of engine with early types having double fire batch injection and later having full sequential with ability to tune EOI, there is bugger all difference, nothing above about 2500, and slightly margin of error stuff below and as the video suggested, just mainly small fuelling differences. EOI can by handy to get a little smoother and stable idle with big cams, but running leaner AFRs for big cams does most of the work for better idle.

Nice video, again.

I feel like proper injector timing is not about perfect power output, more about perfect fuel economy. During the power dyno pull You can se how with certain injection angles with same fuel amount results in richer mixture: so You can dial a proper injection angle and pull some of the fuell off in sake of fuel economy. On Idle - i was personaly noticing - the proper injection angle allows for very smooth idle even on slightly leaner AFR.

These videos are gold

Gotta make a G4A 4age cheat book and sell in the shop.

Really interesting to see the logic and process of your work. I love to see more stuff like that.

Perhaps a collector plenum/hat ,like some bmws engines, could make a difference.

Thank you

Cheers

Higher back pressure you will get more torque at low rpm,but at high rpm it will reduce amount power,lower back preasure you will get weak torque at low rpm,but at high rpm engine can give output power 100%

I like how the afr plot at 6:29 makes it look like it went up into the real world to the roof and back down to your fan

Do you like being told what to do? No? Your engine doesn't either, find out what it likes and give it what it wants. Anyone like to see some more 20v development? Just a warning though, if doesn't make any power, I am going to use the science to back up 16v's are better 😂

Around 8 bhp all money and work

cosworth latest na tech switched from itbs to a dual throttle body airbox with velocity stacks enclosed and another velocity stack at the end of the intake at the filter.

great job on the step but for best results try splitting the 4 into 2 separate pairs in line with the firing order for example, if the firing order is 1-3-2-4 Put cyl. 1-3 together to a larger collector and 2-4 to an identical one. Then merge those 2 pairs to a even bigger y pipe. This is the peak exhaust tech that can be seen in the finest modern na engines produced

Excellent video