Testing
The 5efhe is a torque monster when compared to the 4efte. I can drive in one gear higher than than the 4efte due to the increased torque.I believe the increase torque is moslty due to the longer stroke.
I can recall a 1500 built by Anderson Herman spinning the tyres enven though he was crusing at 60mph. This is a testament to the torqwue of a 5efhe motor..
Quickly looking into the engine bay its hard to tell the difference between the 1300 and the 1500.The only give away is the high high the block stands in the engine bay. At least 1 inch taller. The other give away is the 5E inscription on the block itself.
The engine needs to be driven for 500km to allow the bearings and rings to settle.The revs must be kept under 3000rpm for this period.
The 4efte sump was used as it maintained the original position of the oil return line.The 4efte tappet cover was also retained due to the bigger breather.
The uprated ACT pressure plate and modified street disc is extremely comfortable. It is strong enough to hold the power but gentle enough to be comfortable.
The 5efhe actuator which is important for low and high power operation will be controlled by the emanage but this time around using only one solenoid.A one way vaccum switch will be used to ensure that only vacuum goes to the vacuum canister store.The emanage will only controll the switching the actuator between vacuum and atmospher
This was accomplished by shaving the dome from the 5e-fhe piston head.Certain person coated as high as 190...The compression ratio of the 5e-fhe is 9.8.. And 190 is about right for that compression ratio. I really wanted to conduct this test before installation but difficulty and cost of sourcing a starting motor made this impossible
A compression test has revealed 1-160psi ,2-160psi,3-160psi,4-160psi
This pic shows the hump that was removed from the piston
This pic shows how the Rods compare to the other rods in the toyota line up..The 4agze rods are very thick almost like forged aftermaket rods
Anyways the 4th gear feels like 3rd and the third like second. I have been told that this is due to the increase torque of the 1500 engine.
Since 4th gear feels like 3rd I have to use fourth gears as the reference for boost response. I am now getting 8psi at 4000rpm as apposed to 4psi. The increase in torque makes the engine feel a alive...
Insane sppeeds can be reach by just holding part throttle at 8psi in 5th gear.. Before took full throttle 3rd to forth pulls to speed cut..
Boost repsonse have been improved. This is for those of you with 2.5 and 3 inch intercooler pipe on small displacement engines
So long as the boost pressures and IAT's are within reason, there's no benefit to changing. Remember, fatter pipes = more lag / higher boost threshold. So, keep it small and you'll be fine.
BTW, 2" pipes are plenty enough for 300whp
I am currently getting a high RPM miss. This will require some trouble shooting to identify the problem
I did some checking and it seem to be a dodggy earth wire which was breaking.
I conducted the "3000rpm to 4000rpm third gear test today and I got 9psi at 4000rpm. For anyone conducting this test please be aware the the tachometer is about 300rpm out. This can be varified using an aftermaket computer.I usually get 1 psi at at 3000rpm but as it turns out it is really 11 psi at 2700rpm. This is good in the I am up about 5psi on the 1300cc engine. The extra psi along with the torque should manifest itself as increased low down torque.
<The conducted the "3000rpm to 5000rpm third gear test was subsequently conducted.I got 17psi at 4500rpm. This is almost 500rpm better boost response. This early boosting does not mean that I will loose top end power as this is a ball bearing turbo with a huge A/R. It just emans that the back pressure at high rpm and boost will be low and hence lots of power in the high rpm range.This is excellent and O could not ask for a better boost response.
A fellow Glanza has confirmed that I have a EP82 box and the extr torque is really making the ratio feel shorter. He has a EP82 box in a Glanza and he quotes 60km at 3000rpm in third gear
Working to get the ACIS manifold in operation. I have a one way valve to a vacuum canister store. This used to be driven by a solenoid but is not necessary as a one way valve works like a dream.This requires less output from the ultimate. Refer to the ultimate link detailing how this is done.
The short runners need to be closed at low RPM. Vacuum goes to the ACIS actuator to keep it shut. At high rpm the actuator is switched to atmosphere opening the short runners.
The vsv which when not powered switches the actuator to atmoshere. This means that it must be powered at low RPM . I.e It would be on 90% of the time. A VSV from a 3s-ge works the other way around and is the one I would like.
I have to use a two pole relay to get around this. I will be Using the NCVS/Relay channel of the ultimate(brings a terminal to ground) to pull the relay to ground above a certain RPM. This turns on the relay and disconnect the solenoid from 12volts. The other side of the solenoid is ground.
Red Wire supplies switched power to the relay and the pole switch.. When the orange wire is hanging(NCSV map OFF)the realy is off. The 12 volts from the switched power goes out on the white wire to turn the solenoid on. When the (NCVS map cell is ON) the orange wire is brought to to ground. This turns on the relay and the white wire no longer carries 12 volts. The solenoid is then turned off. Works nicely ..I can set the runners to open at any RPM or combination of RPM and boost.
I normally conduct my performance testing on a hill.The highest speed I have attained up the hill is 150km/h in A 276bhp wrx ra with a vf22 turbo. I have been able to equal that time in with the new modifications using the dual intake runners.I estimat an increase of 20hp with the new engine or roughly 215WHP.
This is the first quarter mile test.However it was conducted on tyres which have 10% threads.The car was moved at 4000rpm with Tons of wheel spin and a challenging effort to keep the tyres from braking traction.
THe zero to sixty time clearly shows how much wheel spin was expereinced.I am aiming for a 13.5 time .I need some new tryes before I repeat this test. In this test the short runners open at 6000rpm.
Recent compression test has revealed 1-170psi ,2-180psi,3-180psi,4-170psi The compression is therefore increasing as the engine wears.
Below is a dyno of a 300hp paseo using a hybrid t3.
lATEST compression test has revealed 1-182psi ,2-182psi,3-180psi,4-182psi .
Suspension,handling and traction.
Your looking at some BF goodrich t/a kdw 205 45 zr 16 which are known to have very good grip.This should stop a lot of the wheelspin occurring in first gear.
Suspension wise the car has been dropped about 1.5 inches.It was once called a Chariot due to its extremely highg ride height.The car has been outfitted with TRD lowering springs and Koni adjustable shocks.Feels pretty okay.A right Ball Joint and some aligment and a improvment in the 0-60 times should be accomplished
Look at the awesome thread pattern of the bfgoordich tire.So far so good .
These tyres are extremely gripping. I have conducted full power runs at 17psi without a wheelspin. Dismissed a 2.0 cellica gt 4 while attaining 150km up my test Hill. The suspension is absolutlely great as I can approach the corner in the hill without having to back of the throttle.
Summary I need to learn how to drive the car.The suspension and new tyres require new technique for launching the car.
Stay tuned for a final dyno graph and 1/4 mile time.
