Sam44

Took me a full hour routing threw a pile of Toyota gearboxes to find it. Inside is clean as a whistle. I took a chance on it being a good one. A few old pictures of the engine bay when I fitted the silicone hoses replacing all the poor Toyota spring hose clips that come standard with good jubilee clips

Nice work as always. It's an all to common cause of engine failure shot/sand getting into the engine.

Great work. Message me more info please, boost pressure and fuel pressure if poss.

Lovely paint work. New paint you can't beat it.

Great work, very rare manifold. are you selling your corrola inlet? I'll give you £100 for it.

Thanks for the advice I'll make sure to do that, I wasn't going to. It's great having others with experience that known the pit falls.

Corrola g6 6speed gearbox found at a local car brakers £50. Just picked up on my dinner hour. Will do as a spare box. Can someone please tell me where the gearbox codes are found!!! It is the "E" series bell housing and not the A https://www.armstrongfamilyblog.com/armstrongracing/comparing-the-toyota-c160-to-the-c60-6-speed-transaxle-evolution Armstrong Family - YouTube Gearbox cleaned up cleaned out with new bearings stronger selector springs and thicket c54 syncro folks fitted + seals, with the reconditioned Cusco lsd unit. It's alittle noisier but stronger. (This was found to be the older exedy clutch unit that had seen 2years of track use. The friction plate springs were worn badly.) 200mm low anertia light weight clutch (new) the old unit is getting noisier with every gearbox option change tested. Correct spline fittment, ( UK g6 corrola gearbox and UK ep91 4efe 5speed)and clutch diameter for the UK ep91 4efe. Additional 5efe paseo gearbox braces fitted. Armstrong Family - YouTube Modified beefed up rear engine mount (after I ripped one I out trying 2nd gear laurches with the Levin bzr c160 box) destroying the box casing. Additional EP82&91 left chassis engine mount support bracket to fit. Highlighted bellow are the flat Allen key caps that house the selector gate gear position lock-in locks. A tip here is to remove the springs and stretch them by around 7mm. This gives a much better gate feel for hard fast gearing. The old standard 6speed differential. Note the crown gear bolt pattern and cross shaft seen threw the drive shaft eylets. ..

As soon as I tidy little/lots of little/ok now big things out. Haha. I've had to lengthen the throttle cable quickly!! Not tidy I've had to mount the map sensor with cable ties directly into the manifold. Move the battery and in its place put the C4 external coil and boost controller selonid in its original place. As well as the fuel cooler needs securing in place. I also want to move/shorten the external gate closer to the manifold. Reducing the waste gate pipe volumes this also needs plumbing back into the exhaust system post external gate and turbo removing the screamer noise. Itg intake filter. Tidy the loom up to the original lamba sensor and new nock sensor. Fitting this with new belt and tentioner I'm back from work any week I hope I'll get a move on it and get some pictures up before it goes in for paint. Also to fit is this walbro pump to be fitted in tank "Y" in parrelle along side the kemso 340. Dual pump setup. G6 lsd box also going in. The c64 is on hold for now as the n/s chassis leg is getting fabrication to fit before paint.

I would love to see the corrola inlet tfo35 using the speed vision cams. I recon this setup will produce equal if not more power levels than the td04l and equally beat it in mph/rpm figures. Have a very impressive torque graph. On standard td04l and tfo35 any more power than 160hp lsd really starts be become a necessity other wise mph times just start to slide backwards. This is another reason why I'm spreading out the boost/power for control.

Not when you realise the standard reg only hits 3.2bar increase. But definitely if you decide to run a 1:1 reference regulator (raising rate) you start realising how all these figures above play into each other. Also the corrola inlet charge Velocity should really improve low rpm fuel mixing so lower idle fuel pressures can be had. Most VW factory and other manufacturers common rail top feed injectors base pressure is 3bar. So I'm not surprised at the reading. On a tf035 on a 4efe with the average ukso setup, I estimate figures of 160hp to be had. Using your own aprouch (corrola inlet manifold and 4efte inlet cam, external gate) you could push this further. Bevery careful running anything above this level you need to monitor alot more than wide band readout. If you are aiming for more than 170hp I'd recommend running the td0413t higher or other equivalent turbo's should reach 190hp on the ukso setup. Alot of engines if not most fail!!!

I was getting all kind of base figures from people so I decided to test it my self the lowest I've found is 2.8 bar on a 4efe fuel reg. I discounted this reading as the reading wasn't stable and I put this down to a faulty factory fpr. all the base figures are throttle closed vacume attached. Fuel atomisation/pattern only improves with higher pressures with 3.6bar a sweet spot. Only until I got more good reviews than bad on kemso did I decide to keep it. In all honesty its looking better than the walbro, but at least I've got both in there to help. I'm rewiring/wiring in high amp relay and cables with earth return to battery, controled off the standard fuel pump relay output. I'm also going to be running a higher capacity battery positioned at the passengers feet.

Factory 3sge is 3bar at idle, the same pressure I've recorded on a stock GT ct9 at idle. It would be great if you could double check yours for an overall prospective for me\us. I did run a second hand factory 4efte fpr and pump to see what I got and again 3bar, with a max presure of 3.2bar. The injectors didn't measure any flow increase over 4bar, so my pressure is set at 3.6bar fixed because of the improvements seen on the afr table (closer figures) and on the spark plugs. The spark plugs and fuel pressure were mainly setup on egt and exhaust gas analyser co and hc were monitored closely with egt. Wide band figures become alittle unreliable on heat range 7 plugs and low fuel pressures (cylinder mixing & flame propergation) leading to a sharp and steady increase in egt and co (fuel burning in the exhaust and not in the cylinder) this could be seen on the kv spark duration times on the scope not being affected at all with the sharp increases in egt (cylinder temps in relation to exhaust temps) Yeh I was very surprised with all the figures I've seen. against what the standard template of tunning the 4efte is things like spark plugs, fuel pressures, and Crank pullys ext, but there have been some of the more experienced people with these helping guild things long. Unfortunately no longer active on here. The fuel pumps I'm not sure if I'll photo because the piping is a figure of eight shape X2 to the "Y" joint, does not look the best. I've used 2xdifferent pumps because the kemso pressure relief valve does not seem to operate allowing crazy pressures from this pump. I'm having to try this dual pump setup because I'm reading a fuel pressure drop in the fuel rail at 5krpm and above. This does not seem to be caused by the kemso pump. I will firstly to the single walbro and test to see if the pressure drop is still present using this pump brand new from demon tweaks, as suggested I can increase fueling to mask this on the Map but this impacts mpg and egt I'll get lots of pictures of all other mods the throttle and C4 external coil look good also the c64 box mods.

Not really., But the cheaper kemso fuel pump already fitted to the vehicle did have me worried at the time & still second guessing myself. keep me posted On what you get, I always like to compare. I didn't take the 295cc 4efte over 80% for reliability reasons. From the information out there I should see an improvement in duty with the 2xfuel pumps. Only time will tell, its been delivered I just need to rewire them in. If I remember correctly the 3sge 2ltr the 372cc light green injectors are off is 170-180hp factory.

Thanks for this information, yeh about a 37/38mm for the reasons you have mentioned. So the 37mm internal diameter is bang on. My 1.6ltr cvh MK1 fiesta had pinto 2ltr side draft 45mm delortos on it and these were a mistmatch.

Big itb setup. Keep up the good work. What management have you gone for?. Keep me posted on the results please if possible.

Same colour. Get some specs unit. And more pictures if possible.

Oooooorrrrrr yeh. And welcome. Starting big I see.

Loving this nice work. What size itb have you gone for.

Following. Great buy. Now get stuck in.

Just delays it. Helps the ems espically if you are running the standard unit or 16x16 table on a piggy back. Also very noticeable turbo spool up. What injectors are you looking at running?. on the kemso single fuel pump I maxed the 295cc 4efte units out at .7 bar on the tdo4l 13t hyb. (Over 80%duty) But I'm hoping with the new dual fuel pumps 1x 225 walbro & 1x kemso 340, on the high flow system (Evo MK4 fuel filter and b16 modified aftermarket fuel rail). I'll see a improvement on injector duty. All signs are pointing in that direction.

The fpr is the fse it's supposed to be 1:1 but it's not. I'm on a fixed fuel pressure at 35psi because that's the best pump delivery pressure.beause of other mods I've done and the larger 372cc injectors. There loads of mods that really impressed me and hit the turbo response noticably. 4efe inlet cam Fse fpr running a I line vacume chamber set to 3.6bar peak pressure Lightly ported head. 5e inlet manifold Twin plate Audi throttle body Kemso fuel pump (bargain pump, out proformed the wakbro) Zisco narrow diameter high velocity ram's horn exhaust manifold Engine earthing kit. Electronic boost controller. If you decide on running a smaller turbo and great corolla inlet the 4efte in!et cam shaft increasing peak torque to 5krpm you will not loose any low rpm proformance only gain topend mph times. Run heat range 6 plug under 1bar. these affect flame propergation in the cylinders alot better increases fuel efficiency and power because of there reach in the cylinders, the higher the plug heat range the shorter the reach with reduced efficiency. The E3 plugs I'm on are very very good heat range 6 at 1 bar and showing no signs of needing changing.

I'm in Oxfordshire at the moment, working all hours. I'll be home again in afew week and back on the starlet. This virus has messed up things, but I'm not complaining I've got my health. The anti surge housing I'm after, but can't find 1 for the tdo4 13t is to calm down the surge of power hitting in 1500rpm just to help prolong the standard engines life as well as allow anybody to be able to drive it and not break it. Alot of what has been fitted has really increased turbo power delivery more than I was expecting. From what I was told about the 9 blade td04l turbine and heavily ported exhaust housing it should have been harder to recover the spool up. Plan b is to use the ACM piggy back to control boost build subject to engine rpm. Or fit the speed vision cams plan c which will yeild the best power if I can get a corrola inlet. Haha alot still to work threw. I'm still waiting for my walbro twin fuel pumps to from demon tweaks, for the twin fuel pump delivery system. The reason is Im getting at fuel pressure drop around 5krpm at 1bar boost on the 372cc 3sge injectors running 35psi fixed fuel pressure.

Fantastic progress. I'm still after 1 of these manifolds. Did you decide on a turbo.

That's what I'm finding also. Same with the base fuel pressure. The 4efte pullys are alot stronger, hit of boost (power surge) the weight will also act as a second flywheel (low compression). I'm finding Toyota gtt site is alot more accurate, and helpful. Something I've noticed on this site is posts around and before 2008 to 20013 seem to be reliable.

The 4efe pully I have here is a damping\balancing (harmonic) pully can send you pictures of the unit here you can see the rubber damping layer. Not sure on all 4efe engine veriants and years mines an ep 91 cd UK starlet I'd be very very surprised if a manufacturer did not balance anything on the crank shaft. I'd say The mixture isn't lean I'd say it's not atomising properly either injector fouling or low fuel pressure, there's alot of crust (cement boil) on the center earth electrode this happens when the fuels boils instead of being atomised both the black outer and white inner also contribute to this. When I tested my fuel pressure it was 30psi at idle throttle closed and 32psi throttle open. I got better fueling results showing on my wide band, egt and plugs from 32psi idle upto 40psi open throttle the power difference was also very noticable. 36psi us a sweet spot I've setup a GT turbo recently on a near standard ct9 standard high boost using an fse fpr throttle open is very noticable. The GT also had 30psi and 32psi fuel pressure on standard fpr. Just to add near all denso top feed injectors record 30psi on the data sheets I've seen so this confirms the physical results I've seen. In this cylinder you are running the wrong heat range plug. I'd drop to a 6. It's normally around 1bar of boost a heat range 7 is required. Compression ratio and fuel mix dependant. the colour of the center electrode white insulation but first I'd try and up the fuel pressure alittle and see if it cleans up the plug. If you can get me better high resolution up close pictures I can help alittle better. Always a great idea to check ignition timing.