Engine rebuild question
Posted 05 July 2007 - 08:45 AM
Posted 06 July 2007 - 07:23 AM
'99 Ep91 Toyota Starlet Glanza V - Sold
'96 El54 Toyota paseo -Sold
'95 JZA80 Toyota Supra - My Pride and Joy
'98 Ep91 Toyota Starlet SR (Glanza replica) - My Daily
Posted 06 July 2007 - 09:06 AM
the jdm 4e intake runners are alot better than the 4e uk made runners. the casting is better.
all 4e/5e heads are the same. but the 5efhe from the cynos (one with the acis manifold) had a slightly (and i mean slightly) higher lift on the exhaust.
Posted 06 July 2007 - 11:19 AM
Posted 06 July 2007 - 11:29 AM
the hard part would be getting the DIS to work with the 4e ingition system or visa versa. the mechanics of it are somple, its the electrics that will be a pain.
Posted 06 July 2007 - 11:32 AM
you mean you want to just take the block from a 5e DIS and use it with a current 4efe setup? ie. use block, crank, rods and pistons.
that should work.
Posted 06 July 2007 - 01:10 PM
Posted 06 July 2007 - 01:13 PM
the gearbox wont work either.
youll have to stick with the 5e im afraid.
and porting the head is alot earier than most people think, it just takes bloody ages.
Posted 09 July 2007 - 05:29 AM
Posted 09 July 2007 - 09:20 AM
Im running a low mileage 5efe (26k) with distributor in my UK starlet. It is a very nice improvement and gives you the extra 'nippyness' you seek with a healthy 10ft of added torque.
Your concern about the port and polish is correct, the ports have to be matched properly (with precision) to your manifolds to enable the best possible flow and improvement.
Whilst the engine is open, you asked if there is anything you can add... you can add 5efhe cams (1mm higher lift and duration with matching shims) 5efhe rods and 5efhe pistons, 5efhe valve springs. There is the option to skim the head to raise compression but this may/may not be a safe option, using a thinner trd head gasket (0.5mm or 0.6mm) will do the same job of raising compression as will adding the 5efhe components mentioned above. You can use the existing 4efe ecu if you are stuck for options, the 5efe ecu will lower your rev limit to 5800rpm but will run the intended map for the 5efe, although the settings are somewhat similar with both engines. Get the 5efe ecuif it is well priced, you may need it for other things...
These all have benefits found with the 5efhe, I intend to add them at a later date. These items will raise your compression, allow higher revving (of 7200rpm with 5efhe ecu or piggyback) and give you power higher up the revs, making it more 5efhe like. This route can be a little expensive and has not actually been done extensively on a 5efe and some people say its not worth the hassle, I intend to change that.
The 5efe is a 'refreshing' improvement over the 4efe, although only slight gains in bhp and torque, it is noticeable and efficient.
Hope this helps.
Posted 09 July 2007 - 10:02 AM
makes a big difference.
Posted 10 July 2007 - 08:53 AM
EDIT: Just got a quote from Fensport of 62.21 pounds (Within UK postage). Sound reasonable? Any other places i can try?
Posted 10 July 2007 - 11:20 AM
5E-FE - 9.4:1(100hp)
5E-FE DIS - 9.4:1(94hp)
4E-FE - 9.6:1(100hp)
5E-FHE - 9.8:1(110hp)
1) Where is the difference coming from? i.e:- Pistons,head gaskets,heads?
2) By putting the 4E-FE head on the 5E-FE will i get a compression ratio of 9.4:1 and lose power?
3) Is it possible to have the 4E/5E hybrid at a compression of 9.8:1 safely?
Posted 13 July 2007 - 06:05 AM
4E-FE - High compression pistons followed by 5E-FE then 5E-FE DIS
4E-FE & 5E-FE Have the same heads 5E-FE DIS has oval shaped ports
4E-FE & 5E-FE Have same TB (50mm)but 5E-FE DIS Has a smaller TB (45mm)
Head gasket size 4E-FE = ?mm 5E-FE = 1mm 5E-FE = 0.5mm
(Fensport sell TRD Head gasket for 4E-FE which is 0.6mm so original must be bigger than that)
Other Info 5E-FE DIS(Sorry if this is copyright but cant find that site again to ask permission):
It incorperates smaller diameter and longer runners along with a smaller plenum. And, while it shares the same intake manifold bolt pattern the port shape of the intake ports on the head and manifold are much more oval shaped than the 1st gen 5E-FE. Oddly enough the cross sectional area of the two intake port shapes are nearly identical. The exhaust ports and bolt pattern remained the same.
The 2nd gen 5E-FE is also more technically advanced than its older brother. It utilizes knock sensing and a distributorless ignition system. It is also OBDII compliant.
In 1997 there was a small redesign done to the 2nd gen 5E-FE. Toyota was able to pass emissions without the use of an EGR valve and instead used an advanced charcoal canister system. Along with this change they altered the fuel system to be a returnless type.