beerhead

701GTE and GTE70 is still available too, would be pretty cool. I'm not into personal plates though, way to easy for people to remember your car.

Yeah that vid is pretty decent. I love that massive drift behind the building the most. Nothing like having a car you don't have to pay for when you destroy it.

Not sure about the crossmember, but the boxes are internally very similar, ratio's strength, etc. The major difference is the KE70 box has a shifter that sits further back.

He's right, your a lucky devil, def a K - T bell housing there. those bellhousings go for $200 on there own. It's a TA22 box by the forward sitting shifter.

Looks to be a bigport MKI GZE, lower compression, and a dizzy cap and rotor. All the later ones had coil packs and the CAS. Hows the compression in the new motor? If you get a better pic of the dizzy I should be able to tell you if you can use it run wasted spark or COPS too.

Hey, you paid a good price for a car with twin webbers and a celica box already in the mix. Near $1000 minimum for webers and tune. $300 worth of gearbox work too. Twin webbers won't be the drama for the idle, they can be setup to run on any motor. It'll either be a vacuum leak or poor jetting and/or choke sizes. Do you know if the previous owner had it running properly or tuned in the past? The idle isn't set to low is it? It sounds like it may just need a good tune up to get it running nice, but its very hard guessing.

They're very comparable in terms of power and specs on paper. But the blacktop and the gen II silvertop make thier power much smoother up top. You can tell the Gen1 and 2 motors apart from the linkage system that actuates the throttle bodies. Gen 1 has an extra lever in the system, whereas the later one is a single piece to link the throttle cable to the actuator. Cam timing is advanced slighly on the blacktop, but the best part about them is the light weight flywheel. Both motors don't run as well on our fuel without the use of an aftermarket ecu.

If you think it's definitely lifters, I'd try a product called "Wynn's engine tune up". I got put onto it by a mechanic and it shut up the noisy lifters in a mates falcon really well. It'll help clean off the gunk around the lifters and let them move freely again. :bash:

The tacho feed goes to the negative side of the coil (black wire).

Yeah, I was planning to try and avoid the hybrid, that way you can get away without custom pistons, and spend the money on cams. 5SFE and 3SGE rods and blocks are the same height, but have a shorter piston height. You can use machined 3VZ or 1MZ pistons, to run a GE head decent atmo compression, but they are on the limits of the oversize that you can go, in standard bore size, and the gudgeon pin is offset due to being from a V6. Probably isn't good for the balance of the motor, especially if you want it to rev. Top - Inlet, Bottom - Ex

Sweet, bigger buckets on the 4AFE ... sounds like it could be toyota's secret weapon after all. Yeah, I hope it works out Sam, I want to do the same thing to a 5SFE head. Untested waters are a little scary though, it can really bite you on the ass if you don't count for every possibility. Sorry dwarf, only just saw your post :)

The other thing you have to worry about if increasing bucket height is the lash area of the cam on the shim. Tighe cam's reckoned they'd be able to maximise lift and duration to not require a shim under bucket conversion when I asked a similar question, but the smaller the base circle, the steeper the cam profile. The force when opening the valve isn't applied as evenly on the top of the bucket, but more to the outer edge. This makes the motor more likely to spit a shim at high RPM and total your cams and possibly the whole head. Might be worth shim under bucket depending how big you're planning to go cam wise.

Haven't heard of it being done in aus, but I know the fasted NZ 4age drag car is 1.4L, revs at 10,000rpm and puts down over 500hp. Low 9 second passes from memory.

No need to change the lifters, they're in the block. Hydraulics are good for 8000rpm and don't need adjustment Just run the 5K rocker gear that have a couple of mm (height difference between 5K and 4K head) machined off the rocker posts.

Rotaries never get the life of a piston motor, especially once you've got the mod bug. Don't get me wrong, they put down their power like nothing else on earth, but telling people they are as reliable as a piston motor is misinformation. The factory RX8 100,000km service states - rebuild engine, I haven't ever seen that on a piston powered car, unless you call a KIA a car :jamie: SR may be a dirty datsun engine, but they're easy to work on and have a massive aftermarket support range. Most of all they can be complied, even in turbo form into a corolla.

Hey, pull out a valve spring and take it to a engine machine shop, they'll have a catalog and you'll be able to find matching springs. In the past I've shimmed valve springs to increase tension, but with a bucket motor its very difficult to know if you're going to bind the valve spring and destroy it. You'll have to find out if emanage can let you go to a TPS tune. Map on quads is tedious to tune, and requires a vaccum canister and heaps of mucking around to make it run.

Slightly larger profile? Longer duration or lift? I've driven a bigport on 300 duration cams. It ran on a standard ecu, but wouldn't idle without the spark plug clearances tightened up. From most accounts, anywhere up to 270 duration will run nearly perfectly on a standard ecu.

Hey, on your hunt for a yoke, it may be worth trying the wreckers for RX8, MX5 or IS200 6 speed yokes. They're all the same box internally (apart from the ratios), and I'd think there's a chance the yokes may fit.

4AGZE cas and 100kw dizzy is the same under the top, the mod I was talking about the 4age bigport dizzy signal compatible with them. Had a look at your ecu specs and it has 4 igniter drivers, so you could run coil over plug with 4 individual coils. 1ZZ are a bolt on affair, not sure about the sr20 coils, but I don't think they have integrated igniters to make for an easy install.

Looks like its all coming together pretty good. With your aftermarket ecu, do you know whether it's in full sequential mode or batch fire? I haven't had any experience of the 4AFE's ignition setup. The bigport dizzy's are batch fire, you can either cut off 3 of the 4 prongs on the top wheel, or use a 100kw dizzy in its place for sequential mode. That'll also allow you to run wasted spark or even individual coils off a 1ZZ toyota, so there'd be no more leads or dizzy cap to worry about. It'll also fire the injector of each cylinder individually. You may have to edit the settings on the haltech to make it run either way, unless the arrangement under the dizzy cap of the old 4AFE looks the same as the 4AGE dizzy.

No K motors came out FWD. Even if it did bolt up, which it doesn't, the extractors wouldn't point the right way. Cheapest upgrade would be a 4AFE from a mid 90's corolla. 4AGE's go for a fair bit more.

You'll have to hack up your KE70 rear bracket and cut and shut to get it to fit. Will need access to a welder to do the job.

Looking good there mate. Doesn't look too bad, should be easy enough to overcome. I'd head down the wreckers and look over all the toyota slave clyinders you can find. Hopefully there's one with the outlet in the better spot. Hows it look for clearance for the exhaust?

Have a search on the site for RA60 struts in corollas before you bother, its a downgrade handling wise. Early corona or AE86 are your best upgrades strut wise.

Lite ace hat is no good on a nikki. If its a gemmi one it's got close to a 3" round opening on the top. I used to run a rubber joiner and PVC drain pipe right angle bend covered in black insulation tape. I just used a rubber pipe off a V6 camry after the bend with a pod on the end. Looked pretty neat and had great induction noise.