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This video may be a shocker for auto-x guy. Drift guy has already seen it… it’s kind of a tough watch. Five years ago 25% of those cars would’ve been AE86… eight years ago like half of them. No one drives AE86 anymore. Did you notice? There are as many AE86 in that video as there are Odyssey Trucks.
I’m not in that video.
This is supposed to be my favorite time of year. It’s frosty morning drives, vertically challenged hill climbs, beyond.ca drift nights and quiet nights in the barn. It’s not quite working out that way… and maybe as a result of that I’m already thinking about 2011. I have moments of big dreams and fantastic accomplishments, but am typically brought back to reality by the difficulties and troubles of those around me.
My car is going to stay plain and simple.
There will be no mumford link, there will be no crazy engine build. With a family and multiple crappy jobs, I’ve realized limits of time and finance. Not that this is a sad story, because the car will still under go change. Eventually a final goal will be realized… just not all at once.
Some ideas for the winter are…
Wow… it’s actually a little hard for me when I look at it like this. The BC is dead and will be buried soon enough. We had thought about keeping this car and transforming it into what I believe would have been an FSP MONSTER. Ultimately though, one project is enough for me and rustic [qr]garage. Trails or aura and magic are now trails of coolant, oil, and scrapes of Japanese steel on cracked concrete. I will miss your pink springs, oily smell and fantastic noise. I will not miss your ugly boxer motor or your 16mm head bolts.
R.I.P.
I have wicked friends. Ryan had some dyno time booked today for his broken piece. When he got about as far as he could, he told me to roll my ハチロク on for few runs. “Happy Birthday” he said. That plate as well… another gift from another friend, though not from the present year.
Getting the car on the dyno, was actually something I really wanted to do. That’s mostly because I wanted proof that the car was horribly slow… I’m not sure I found it. It’s true that 125whp is an embarrassing number by most standards, but in the AE86 world, I think that’s a pretty respectable number for an NA car. After all… this motor is rated at 130hp at the crank, and I managed to put most of that to the wheels with just a few bolt-ons. I’ve seen some seriously modded 4AGE’s put out similar numbers, and some 20V’s do even worse. Plus… I’m sure that there are a few more HP to be had with some basic tuning.
But what now?? I did say earlier in the year, that if I put my car on the dyno and it made more than 100hp I would give up on the naturally aspirated 4AGE forever. At that time, the car felt awful to me. I have since spent a lot of time working on it and trying to change the way it runs. I wonder if… I actually made it faster, or if I just lowered my standards. I actually find 125hp at this stage somewhat encouraging.
Afterall… 264 cams are pretty mild, I haven’t done any porting or even port matching, and I’m still running the stock computer with the reputably horrible flapping door AFM. If my goal is only 150whp I’d bet a lot of money that a guy like me could get himself there pretty easily. It sure would be nice to get there with the stock computer though.
I say that… because I feel like I have occasional lapses in concentration, and one of those lapses might lend me a broken motor. Broken cars are not fun. If my objective here is to drive and have fun, a broken car is the last thing I want. When I’m at an event, I’ve got enough to think about as is. In fact, I’m pretty sure that standalone is a gigantic step towards me being one of those guys who shows up with the slick ride, talk tonnes of bullshit, gets his ASSZ kicked by someone like me and then uses his car as an excuse. I already get walloped by enough people, and it’s a fact that NONE of them have standalone or even piggyback stuff on their cars.
Is that a decision?
Maybe…
In all my recent learning however, I have discovered, that in Japan at least there are fistfuls of AE111 4AGE’s making 190+hp, while only a select few manage to get that out of the 16V variations. In fact… making 200hp with a 20V in many cases seems to only require some more aggressive cams, and an alternate (note: pre-programmed) ECU unit like those from Freedom or tuners like Revolver.
But a 20V locks me into Street Mod, where a 4AGZE or 4AGTE makes a helluva lot more sense. No way I’m putting the mess of a GZE under my bonnet though, and a turbo just doesn’t seem moral, as fast as it may or may not be.
There is a dry nitrous kit and bottle in the garage now though too…
Tsuchiya-san is totally pumped. Yoshi-Yoshi-Yoshi-Yoshi—YEEEEEES! I’m about there too.
This picture is for Ryan’s reference… currently fighting with his 3SGTE. For your reference… these are my plugs with 182cc/min injectors and 21 degrees timing at 1100rpm.
I’m not here everyday because I’m fighting with other junk. It sucks… I turn 30 on Saturday. That’s some of the most ridiculous bullshit ever. While I’m already looking forward to next season, and planning for serious wrenching, the odds that everything else will blow up in my face seem to grow larger everyday. Car covers are pricey though…
Somewhere along the way I committed myself to maintaining 4AG power. Not only that… probably 16V 4AG power. NA as well of course. With this in mind, I’ve been browsing over the last few weeks for real gearing answers for the T50… or even for another similarly sized transmission (as committed as I am to 4AG, I am not nearly as committed to the T50). I have found nothing. Changing gear ratios is expensive.
Certain knowledgeable people have advertised that changing the input shaft ratio is an economical way to create a “close” ratio transmission. I did the math… and this claim is misleading. All that changing the input shaft ratio does is move 1-2-3 “closer” to 4th. It does nothing to move 1-2-3 closer together. At the very least however, it adds a few kmh to 1st and 2nd gear and makes the car a little more useful for auto-x, as well as creates a taller 5th gear for anyone who cares about highway cruising. This input shaft ratio change is what is pictured above in comparison to stock ratios.
It’s still not a real solution IMO. My eyes are open for a TRD set… and I fantasize that those who suggest that gears are interchangeable from one Toyota transmission to another might actually be right. Still… for all the time and energy that would cost, it might be easier just to throw the money down for a TRD 3set.
Then again… if we change the input shaft ratio as above, and then create a new 1st gear set (approx 2.7:1 ratio), we get something like this. Note that now I’m comparing to the TRD 3 Close set (top). Ultimately a shorter 3rd gear would also be desirable… but I think it’s a reasonable compromise. The 3 close TRD set changes 3 gears and the counter gears, where as my option changes only the counter gears and 1st. Furthermore… it has been suggested that a second 5th gear cog might work as the new counter gear. It should be close to the desired size… but will it fit in the correct spot on the main shaft? I’m not sure.
PS. I see about 120mm of room to move my SL-OW 4AG aft in the chassis.
