Some relevant 4 and 6 cyl cam info

[GinoX]

Schematic: 4AGE camshaft timing




Schemmatic: 4EFTE ECU pin-outs

[GinoX]

esey te spec di e corolla nobo 2009? gino kiko abo a check un 2009, 5speed?

Parse cu e Corollanan mas nobo tin e motor 1ZR-FE VVTi (1600cc) of dependiendo di trim-level e ta bini cu 2ZR-FE VVTi (1800cc)

Specs:
Engine type In-line 4-cylinder DOHC-16 valve ←
Dual VVT-i (intake and exhaust)
Displacement [cc] 1,797
Bore x stroke [mm] 80.5 x 88.3
Engine supply system Electronic fuel Injection (EFI) ←
Fuel type Regular unleaded gasoline ←
Compression ratio 10.0 ←
Maximum output [kW (PS) / rpm] 100 (136) / 6,000*
Maximum torque [N-m (kg-m) / rpm] 175 (17.8) / 4,400* (Premio 1.8-liter, 2WD)
Fuel efficiency under the 10-15 test cycle outlined by the Japanese Ministry of Land, Infrastructure and Transport (km/l) 5% or higher compared to conventional engines* 16.0
Weight without fuel (kg) 97

EDIT:

Bore x stroke [mm] 80.5 x 88.3 . E bore ta 80.5mm..... hopi mal pensamento ta surgi den mi hersenwegstelsel. p.e. overbore e cylindernan 0.5mm anto fit e pistonan 8.0:1 di e 4AGZE (supercharged) anto turbo dependiendo di con halto of abow (y e diameter di) e piston pin ta. Na piston so bo por bai te 14psi boost tumando e conn rodnan na cuenta....

BTW, e shortblocknan den e famia aki di ZR mechanicamente ta diferencia solamente den e stroke di e crankshaft.

[Red_st165]

Toyota ta hopi bon conoci pa ta djis cambia stroke nan di motor, mescos cu e 1E, 2E y 3E of e 4E y e 5E of e 1JZ of 2JZ of e 3S of 5Stur ta mesun cos toyota a hasi djis cambia stroke y e head pero e blok mes a keda mesun cos, mi ta bai purba di scan in e info's nan di mi HKS cams nan, mi sa cu e cams nan di e 3sge y 3sgte ta differencia y nan ta differencia di generations tambe kermen cu 3S ta ful un bululu tin den e head nan entre generations nan mi sa cu e 1st gen 3sgte ta usa e mesun valves nan cu e 2nd gen 3sgte pero e valve springs nan di e 1st gen ta mas chikito nan tin un outer diameter di 25 mm y e 2nd gen 3sgte ta usa esun nan cu tin un outer diameter di 28 mm, kermen e ora dimes e buckets y shims nan ta mas grandi riba e 2nd generation, buckets nan ta pas riba e springs nan kermen 25 mm ID buckets pa e 1st gen 3sgte y 28 mm ID pa e 2nd gen 3sgte.

Esey ta nifica cu e 2nd generation head ta mas facil pa modify paso bo no mester di hopi hopi machine work y e 2nd gen head ta big bored na e intake manifold kermen mihor flow y atrobe menos machining pa flow y porting, e 3rd gen ta mas chikito na e intake manifold kermen mas trabou pa ora di flow y porting pa bo haya mas power, bo por scapa sen na djis buska un bon head 2nd gen y laga machine esey, no lubida cu e 2nd head nan di e 3sgte y e 3sge ta mesun cos, e valve cover so ta differente y e fuel rail cu ta bai riba e 3sge 2nd gen ta top feed na lugar di side feed mane e 2nd gen 3sgte ta, y e 1st gen 3sgte ta top feed tambe kermen e 2nd gen 3sge head ta compatible cua fuel injector si bo bai di 1st gen 3sgte head pa 2nd gen 3sgte head bo ta bai hayabo cu e problema di e fuel rail di e 1st gen no ta pas e 2nd gen.

ooh and one other thing e 1st gen head ta usa spring type timing belt tensioner y e 2nd gen head ta usa hydraulic tensioner, esey ta conta pa 2nd gen 3sge y 2nd gen 3sgte, kermen jaah toch mas mihor. Mi tin hopi hopi mas informacion over di e 3s engine mi lo ta happy pa share nan cu boso so any questions are welcome si e interest level ta halto nos lo por start un thread pa esaki.............

[GinoX]

Esey ta nifica cu e 2nd generation head ta mas facil pa modify paso bo no mester di hopi hopi machine work y e 2nd gen head ta big bored na e intake manifold kermen mihor flow y atrobe menos machining pa flow y porting, e 3rd gen ta mas chikito na e intake manifold kermen mas trabou pa ora di flow y porting pa bo haya mas power,
saki.............

Okay, nos wak e cos aki bon. E "bigport vs smallport" head di motornan moderno tin 3 trein di pensamento di loke mi por a lesa riba e forumsnan di Australia, Malaysia y mas cu claro , Japan. (ain't 'netting FUN?) Nan t'esunan cu tur ora ta experimenta.

Soooo, un trein di pensamento ta: bigger is always better. Bigport cylinder headnan SEMPER ta flow tremendo.... si bo ta den revmento stratosferico tur ora manera ora bo ta solamente pustando.... like dragracing por ehemplo. Benta un set di long duration high lift cams, traha un intake manifold cu runnernan cortico y hancho plenum style di bari di sushi y instala forced inductionness di mas grandi cu bor cumpra den e combo anto MEESTAL bo tin power ARBITRARIAMENTE 4000rpm y mas halto. Nada bow di 4k. Si bo kier hopi peak horses serka di e revlimiter pa blof cun'e, this is it!

Ang, anto instala un set di oversize valves pa porfin echt tuma ventaha di e capacidad di e intake portsnan den e combo aki. Claro bo por "tune" bai gol pa haja a few extra hundreds di lower rpms power, per ohopi di nos no tin dje tanto loose change den nos portmoney pa seshonan di dyno. Pa street/strip e combo aki ta basta annoying.

Di otro banda, ta berdad cu bo mester hinka mas trabow y tempo den un "smallport" cylinderhead pa saka power comparable cu un "bigport", no doubt. Pero e ventaha grandi cu bo tin awo ta e oportunidad pa manipula e forma, grandura, hanchura, e angulo di entrada di e airflow etc. Traha un intake manifold cu runnernan mas largo y menos hancho. Anto esaki ta e di 2 trein di pensamento pasobra awo bo por target un powerband na bo gusto riba un budget rasonable cu resultadonan similar na e "bigport" cu mesun combo, por ta hasta riba menos boost. Bo ta spaar hopi riba dyno, spaar riba supplementary partsnan.

E di tres trein di pensamento ta: ay fuck this. Tur motor ta traha power. Ta ABO mester ta sabi y un "doordenker". Awendia cu internet, bo no tin nodo di na-aap of kere di biaha palabra di hende....

[Red_st165]

hpi bon gino, mi tin cu agree cu bo, bo tin tur bo rason na e thinking methods nan.....dimes cu e manera cu runners nan di e head ta core ta influencia e resistance di e air cu ta drenta e engine kermen si bo tin smallport bo lo por moif e pa un optimal runner cu in turn ta mihor cu e bigport mes, pero theoreticamente bo lo por haya e mesun flow cu un smart flowed runner di un small port cu un rough over flowed bigport paso si bo wak e formula cu ta calcula e tanto resistencia cu un transporter (i.e. tubo, runners L-piece etc etc tur cos pa transport e air, water or anything cu ta liquid or gas) tin bo ta wak lo siguiente:
kermen akinan bo ta wak cu si e D= diameter bira mas chikito e resistencia ta bira mas grandi kermen mas grndi e D ta menos resistencia bo tin y en cambio bo tin menos delta p (delta pressure) kermen menos perdida di pression..........

[GinoX]

Seh Red, pa cuent'i motornan e formule aki no ta inclui resonancia. Don't get me wrong, e ta klop formalmente.... den un static situation. Nos motornan ta dynamic.

Nonetheless, e formule aki ta y ta keda un bon guia/guide.

[GinoX]

Mitsubishi's V6s .... more or less

6A11
24-valve SOHC 1.8 liter V6 specs.
Bore x Stroke: 75.0 x 69.0
Piston Displacement: 1829cc
Compression Ratio: 9.5:1
ECI-Multi(Electronically Controlled Multi-point Fuel Injection)
Horse power: ??
Torque: ??

6A12
2.0L DOHC (Mitsubishi Galant)
Displacement: 1998cc
Power: 150PS @ 6750rpm
Torque: 179Nm @ 4000rpm
Engine type: V type 6 cylinder SOHC 24 valve
Fuel system: ECI multiple (electrically controlled gasoline injection)
Fuel type: Unleaded premium gasoline
Compression ratio: 10:1
Bore: 78.4mm
Stroke: 69.0mm
[edit]

2.0L DOHC (Mitsubishi FTO)
Displacement: 1998cc
Power: 172PS @ 7000rpm
Torque: 191Nm @ 4000rpm
Engine type: V type 6 cylinder DOHC 24 valve
Fuel system: ECI multiple (electrically controlled gasoline injection)
Fuel type: Unleaded premium gasoline
Compression ratio: 10:1
Bore: 78.4mm
Stroke: 69.0mm
Another ECU
[edit]

2.0L DOHC MIVEC
Displacement: 1998cc
Power: 200PS @ 7100rpm
Torque: 199Nm @ 6000rpm
Engine type: V type 6 cylinder DOHC 24 valve MIVEC
Fuel system: ECI multiple (electrically controlled gasoline injection)
Fuel type: Unleaded premium gasoline
Compression ratio: 10:1
Bore: 78.4mm
Stroke: 69.0mm
[edit]

2.0L DOHC twin turbo
Displacement: 1998cc
Power: 240PS @ 6000rpm
Torque: 309Nm @ 4000rpm
Engine type: V type 6 cylinder DOHC 24 valve
Fuel system: ECI multiple (electrically controlled gasoline injection)
Fuel type: Unleaded premium gasoline
Compression ratio: 8.5:1
Bore: 78.4mm
Stroke: 69.0mm

6A13T
24-valve DOHC 2.5 liter Twin-Turbo? V6 specs.
Bore x Stroke: 81.0 x 80.8
Piston Displacement: 2498cc
Compression Ratio: 8.5:1
ECI-Multi(Electronically Controlled Multi-point Fuel Injection)
Horse power: 280hp
Torque: 267 lbft
The highest output (net) * 2 (PS/rpm) 280/5500
Largest torque (kg-m/rpm) 37.0/4000
Tank capacity (L) 60

6A72
24-valve DOHC 3.0 liter V6 specs.
Bore x Stroke: 91.0 x 76.0
Piston Displacement: 2972cc
Compression Ratio: 10.0:1
ECI-Multi(Electronically Controlled Multi-point Fuel Injection)
Horse power: ??
Torque: ??

6A72T
24-valve DOHC 3.0 liter Twin-Turbo V6 specs.
Bore x Stroke: 91.0 x 76.0
Piston Displacement: 2972cc
Compression Ratio: 8.0:1
ECI-Multi(Electronically Controlled Multi-point Fuel Injection)
Horse power: ??
Torque: ??

[Cheetos]

Grumps, den e economic environment aki? Pensando riba Valero, bo a wak cuanto hende a perde nan coi hunganan?

Si mi no por zomaar cumpra un auto turbo pasobra mi trabow ta di un concierge of dishwasher di dia, lo mi mester TRAHA un. Tin basta piesanan y ECUnan ta float around somewhere pa traha un cos ei cu por dal un tempo basta bon y reliably pa relativamente poko plaka.....

Just helping out.....

Mi ta Agree ku Ginox,
Ku tin basta piesa ta float around pa bon prijs.
Solamente hopi hende ke go big sin ta wak si nan saku ta support.

hopi project bo por harma riba un cheapo

[GinoX]

Sensors for the 4AGE 20Valve engines. Algun bo por mantene door di gewoon hasinan limpi. Algun bo mester djies benta afo pone nobo.

[GinoX]

Mi no ta play sabi, noh. Pero ata aki loke mi tbt tende langs de zee den weekend cu a pasa, na plaka chikito. E quote aki bow ma saka di Webcams dot com.

VARYING CAMSHAFT LOBE SEPARATION ANGLE

Tighten

Moves Torque to Lower RPM Raise
Increases Maximum Torque
Narrow Powerband
Builds Higher Cylinder Pressure
Increase Chance of Engine Knock
Increase Cranking Compression
Increase Effective Compression
Idle Vacuum is Reduced
Idle Quality Suffers
Open Valve-Overlap Increases
Closed Valve-Overlap Increases
Natural EGR Effect Increases
Decreases Piston-to-Valve Clearance

Widen

Torque to Higher RPM
Reduces Maximum Torque
Broadens Power Band
Reduce Maximum Cylinder Pressure
Decrease Chance of Engine Knock
Decrease Cranking Compression
Decrease Effective Compression
Idle Vacuum is Increased
Idle Quality Improves
Open Valve-Overlap Decreases
Closed Valve-Overlap Decreases
Natural EGR Effect is Reduced
Increases Piston-to-Valve Clearance

LOBE SEPARATION ANGLE
Above 114 Deg. = Extremely Wide
114-112 Deg. = Wide
112-110 Deg. = Moderately Wide
110-108 Deg. = Moderate
108-106 Deg. = Moderately Tight
106-104 Deg. = Tight
Below 104 Deg. = Extremely Tight

ADVANCING / RETARDING CAM TIMING

ADVANCING

Begins Intake Event Sooner
Open Intake Valve Sooner
Builds More Low-End Torque
Decrease Piston-Intake Valve Clearance
Increase Piston-Exhaust Valve Clearance

RETARDING

Delays Intake Event Closes Intake
Keeps Intake Valve Open Later
Builds More High-End Power
Increase Piston-Intake Valve Clearance
Decrease Piston-Exhaust Valve Clearance