Hi guys!
Still remember couple of months ago i sent another cylinder head ( 4g93T ) to port & polish (stage 3)? It's now installed. Now my new cylinder head is ready for my next project which is to replace the current camshaft with wilder duration ( > 272 ). Still thinking which duration i will suit me. Last time i think 272 degree of camshaft is enough for me but I'm wrong.... still thirst for power. lolx. Other than that, my flywheel cracked after hard driving and i have to change it. Now I'm using lightened & balanced flywheel. The car now is still in the workshop for some tuning & servicing, hopefully will get the car back tonight.
regards.
Showing posts with label all motor. Show all posts
Showing posts with label all motor. Show all posts
Wednesday, January 27, 2010
Wednesday, November 18, 2009
A Message
Hi guys.
Not much update on my car. Other than that, I'm quite busy nowadays, so i didn't really have the time to write anything. LOL. Btw, I just wanna express how happy i am to see 4g93 modification scene in my country is keep on progressing. One of the reason why must be because of the performance parts for 4g93 now is easier to get. Not like before. Most of the performance parts only available for mivec and b-series engines. Now, we can choose which one that we prefer. Either to get an imported branded ones or maybe just local made performance parts. The most important things are we buy something within our budget and the parts are worth it to buy. Don't go for cheap product but in the end, you will suffer more loss. I hope you guys know what i mean.
Currently my mechanic is still working on his new project which is 4g93 with ITBs. All the best with the project. If I have some of free time to see the progress in the workshop, i will post some of the pictures to this blog.
Oh, before i forget, in the next post (possibly) i will post my project in reviving my old racing machine. Stay tuned!
I'm akatsuki, and i approved this message.
Wednesday, October 14, 2009
TRD Clutch & Flywheel For The 4AGE
Hi guys.
Since the current TRD 3 pucks clutch worn out, finally my brother made up his mind to take another set of TRD clutch for his beloved 4AGE engine. But for this time, he chose the full-face organic TRD race clutch and not the 3 pucks design. Pictures below.
He made the decision to choose the full-face design because he founds that the 3 pucks design tends to wear out really fast. A 'no no' for a guy who uses the car as a daily driven car and during weekend track days. Other than that, he also upgraded the stock blacktop flywheel to lightweight ones made by TRD . Picture below.
After the upgrade, i can say the clutch are grippy like the previous 3 pucks design and it wont judder when take off from standstill. The engine also revving 'happily' , thanks to the lightweight flywheel.
regards
Since the current TRD 3 pucks clutch worn out, finally my brother made up his mind to take another set of TRD clutch for his beloved 4AGE engine. But for this time, he chose the full-face organic TRD race clutch and not the 3 pucks design. Pictures below.
He made the decision to choose the full-face design because he founds that the 3 pucks design tends to wear out really fast. A 'no no' for a guy who uses the car as a daily driven car and during weekend track days. Other than that, he also upgraded the stock blacktop flywheel to lightweight ones made by TRD . Picture below.
After the upgrade, i can say the clutch are grippy like the previous 3 pucks design and it wont judder when take off from standstill. The engine also revving 'happily' , thanks to the lightweight flywheel.
regards
Wednesday, September 30, 2009
Real Life Initial D
Some guys re-enact Initial D in a very awesome way. Drifting, racing and a special guest appearance by Gundam box. Watch for the Last Shooting near the end.
p/s: still waiting for the next stage of initial D anime =(
p/s: still waiting for the next stage of initial D anime =(
Thursday, September 24, 2009
New Project : Cylinder Head
My hands are itchy to mod again my engine. So today i asked my mechanic to find me another 4g93 cylinder head to do 'Port & Polish'. Last time my current cylinder head is already ported and polished to Stage 1 Port & Polish. But this time, i decided to go for maximum port & polish cylinder head job which most people call it Stage 3 Port & Polish. Other than just porting and polishing the intake and exhaust holes, in this stage, we will also touch some of the other part such as valve seat etc.
But anyway I hope that it is not too late to wish all of my moslem friends Happy Eid ul-Fitr.
Regards & Salam Eid ul-Fitr.
Thursday, September 3, 2009
How To Make 4g93 Perform Like B18c
Hi guys.
When i surfed on the net like usual, i found a very good article but i don't know who wrote this. I think the article is very informative for a 4g93 engine enthusiast like me =p. The writer share some of the recipes on how to make 4g93 engine perform like B18c engine from Honda. Kudos to the writer. So enough with my blabbering. Just read the article below!
In any engine, the only way to make more power is More Air and More Fuel. The easy part is getting the fuel. You simply use larger injectors, work the injectors harder (not recommended) or increase the number of injectors. The tricky part is to get the air in. To do this you either use some sort of device to compress the air and literally ram it through the inlet ports ala turbo charging/supercharging or you can try and increase the breathing performance and efficiency.
Now to increase the breathing efficiency you can do one of those things or all which is what most people normally do. This includes:
1. Increasing the port shape and size so that more air flows in without losing the velocity. As you know Bernoulli's Principle states that if you increase the area you lose the velocity but there are "tricks" which can be employed to juggle between both.
2. You increase the cam duration and lift. The longer the valves are opened and lifted the more the air can flow in. Unfortunately this area is again a compromise. A naturally aspirated engine that has big cam duration and lifts still needs the vacuum in the engine to draw the air in.
And as stated earlier, having the ports open sooner and more valve lift is the equivalent to increasing the air and you lose the velocity. The engine then struggles to breathe at low revs and occasionally loses one of its power strokes due to this efficiency. This phenomenon is called eight stroking and leads to that V8 like idle and poor low-end performance. It also leads to an over rich condition and generally leads to lots of bad exhaust emissions. This problem is not an issue once there's an increase in revs and the efficiency of the engine is enough to match the camshaft characteristics.
So some bloke in Honda must have though "Heck, why can't I have the BEST of both worlds. I have a cam lobe profile that gives an excellent idle and good exhaust emission at low revs plus another cam lobe profile that will give me good breathing efficiency at high revs. Also, let's include an intermediate profile for excellent air swirl to further increase the airflow into the engine. While we're at it let's design a rocker mechanism that is operated using oil pressure via a solenoid to switch between the low and high cam profiles at a preset rpm. Let's control all this via the ECU.
This is what VTEC is. But remember, 1 & 2 are still interlinked. So Honda juggled between the best of both areas and came up with the very first B series engines 10 years ago.
Now let's go back to 2. First. There are many ways to open and close the cams and most road engines usually use a mechanism called a hydraulic lifter or followers. The advantage of this mechanism is it's quiet and doesn't need frequent and labour intensive adjustment like a solid lifter engine. Unfortunately there is a downside to the hydraulic lifter. They don't like long duration and lift.
Hydraulic lifters can suffer from three main maladies: -
i) Pumping up, where the lifter solidifies too early during the lift ramp of the cam and over-lifts the valve, this can happen when an engine is over-revved. But you can control this with a reasonable rev limit.
ii) Pumping-out where oil is evacuated from the lifter causing the lifter to solidify too late in the lifting ramp and the valve is under-lifted mainly caused by too fast a lift or too wide a duration.
iii) Oil aeration which allows the hydraulic lifter to be compressed rather than solidifying on lift, this is the main cause of valve train rattle.
Of these i) is the most dangerous since it can lead to valve/piston contact, ii) and iii) just cause the engine to rattle and subject the lifter/follower and cam to shock loads which should have been absorbed by the take up ramp designed into the cam profile. All in all hydraulic lifters and aggressive cam profiles are not too a happy combination.
Needless to say Honda VTECS don't use this but the 4G93P does
So now that we know, what else makes the B series or the B18C such a good engine? These are:
1. Good port shapes and flow of the engine. The B18C straight out of the box flows an amazing 141+ cfm with no loss when the throttle body and inlet manifold are fitted compared to the 4G93 at around 120+cfm.
2. VTEC enables you to use wild cam profiles. Honda merely specified more lift and duration for the Type R spec. A stock 4G93 has about 256 degrees duration vs. 280+ for VTECS. The B18C is also capable of 11.5mm inlet valve lift and 10.5mm exhaust valve lift, which is simply amazing. The 4G93 is quite good for a hydraulic lifter but pathetic compared to a B18C at around 8+mm of lift.
3. When you use big cam profiles you usually lose dynamic compression (when the engine is working). Now as you know compression is yet another power tool. General theory states that for every 1 point increase in compression you'll get about 3-4% more power. Reason is the valves are open for such a long length of time and generally overlap a lot too (both inlet and exhaust are opened at the same time) that you lose compression. So to resolve this, Honda specified what a very high static compression of 11.1 for the B18C. The 4G93 is only around 10.5 but closer to 10.0
By now you can clearly see that in stock form as far as power output and capabilities are concerned the B18C has all the right "parts" compared to a more road oriented engine like the 4G93P. However all is not lost. You can make the 4G93P perform like a B18C by:
1. Having more static compression
2. Increase cam duration and lift. But you must be asking what about the fact that hydraulic valvetrain hates big cam profiles. There are of course tricks to get around such a thing for which it'll take me even more time than what I have to explain. Maybe part 2? The idle will be poor and lumpy though due to the event I explain earlier.
Emissions? What emissions? Most petrol heads I know of can live with that. Oh and don't forget to increase the revs too.
3. Port the engine in such a way that the 4G93 flows as well as a B18C. This is not an issue so long as you have a Serdi, good skills, knowledge and experience and a flow bench to measure your work.
Now to increase the breathing efficiency you can do one of those things or all which is what most people normally do. This includes:
1. Increasing the port shape and size so that more air flows in without losing the velocity. As you know Bernoulli's Principle states that if you increase the area you lose the velocity but there are "tricks" which can be employed to juggle between both.
2. You increase the cam duration and lift. The longer the valves are opened and lifted the more the air can flow in. Unfortunately this area is again a compromise. A naturally aspirated engine that has big cam duration and lifts still needs the vacuum in the engine to draw the air in.
And as stated earlier, having the ports open sooner and more valve lift is the equivalent to increasing the air and you lose the velocity. The engine then struggles to breathe at low revs and occasionally loses one of its power strokes due to this efficiency. This phenomenon is called eight stroking and leads to that V8 like idle and poor low-end performance. It also leads to an over rich condition and generally leads to lots of bad exhaust emissions. This problem is not an issue once there's an increase in revs and the efficiency of the engine is enough to match the camshaft characteristics.
So some bloke in Honda must have though "Heck, why can't I have the BEST of both worlds. I have a cam lobe profile that gives an excellent idle and good exhaust emission at low revs plus another cam lobe profile that will give me good breathing efficiency at high revs. Also, let's include an intermediate profile for excellent air swirl to further increase the airflow into the engine. While we're at it let's design a rocker mechanism that is operated using oil pressure via a solenoid to switch between the low and high cam profiles at a preset rpm. Let's control all this via the ECU.
This is what VTEC is. But remember, 1 & 2 are still interlinked. So Honda juggled between the best of both areas and came up with the very first B series engines 10 years ago.
B18c VTEC engine. Haha. Wish i can plonk this engine to my car!
Now let's go back to 2. First. There are many ways to open and close the cams and most road engines usually use a mechanism called a hydraulic lifter or followers. The advantage of this mechanism is it's quiet and doesn't need frequent and labour intensive adjustment like a solid lifter engine. Unfortunately there is a downside to the hydraulic lifter. They don't like long duration and lift.
Hydraulic lifters can suffer from three main maladies: -
i) Pumping up, where the lifter solidifies too early during the lift ramp of the cam and over-lifts the valve, this can happen when an engine is over-revved. But you can control this with a reasonable rev limit.
ii) Pumping-out where oil is evacuated from the lifter causing the lifter to solidify too late in the lifting ramp and the valve is under-lifted mainly caused by too fast a lift or too wide a duration.
iii) Oil aeration which allows the hydraulic lifter to be compressed rather than solidifying on lift, this is the main cause of valve train rattle.
Of these i) is the most dangerous since it can lead to valve/piston contact, ii) and iii) just cause the engine to rattle and subject the lifter/follower and cam to shock loads which should have been absorbed by the take up ramp designed into the cam profile. All in all hydraulic lifters and aggressive cam profiles are not too a happy combination.
Needless to say Honda VTECS don't use this but the 4G93P does
So now that we know, what else makes the B series or the B18C such a good engine? These are:
1. Good port shapes and flow of the engine. The B18C straight out of the box flows an amazing 141+ cfm with no loss when the throttle body and inlet manifold are fitted compared to the 4G93 at around 120+cfm.
2. VTEC enables you to use wild cam profiles. Honda merely specified more lift and duration for the Type R spec. A stock 4G93 has about 256 degrees duration vs. 280+ for VTECS. The B18C is also capable of 11.5mm inlet valve lift and 10.5mm exhaust valve lift, which is simply amazing. The 4G93 is quite good for a hydraulic lifter but pathetic compared to a B18C at around 8+mm of lift.
3. When you use big cam profiles you usually lose dynamic compression (when the engine is working). Now as you know compression is yet another power tool. General theory states that for every 1 point increase in compression you'll get about 3-4% more power. Reason is the valves are open for such a long length of time and generally overlap a lot too (both inlet and exhaust are opened at the same time) that you lose compression. So to resolve this, Honda specified what a very high static compression of 11.1 for the B18C. The 4G93 is only around 10.5 but closer to 10.0
By now you can clearly see that in stock form as far as power output and capabilities are concerned the B18C has all the right "parts" compared to a more road oriented engine like the 4G93P. However all is not lost. You can make the 4G93P perform like a B18C by:
1. Having more static compression
2. Increase cam duration and lift. But you must be asking what about the fact that hydraulic valvetrain hates big cam profiles. There are of course tricks to get around such a thing for which it'll take me even more time than what I have to explain. Maybe part 2? The idle will be poor and lumpy though due to the event I explain earlier.
Emissions? What emissions? Most petrol heads I know of can live with that. Oh and don't forget to increase the revs too.
3. Port the engine in such a way that the 4G93 flows as well as a B18C. This is not an issue so long as you have a Serdi, good skills, knowledge and experience and a flow bench to measure your work.
LOL. A very long article but worth reading right? Btw below is one of the example of 4g93 'fully modified' engine.
4g93 1800cc Engine built by John Bettie producing 218hp. Intake is designed by Jenvey.
Actually there's a lot more of 4g93 fully loaded engine picture that i have but i think i need to ask for their permission to post it on my blog , LOL. Btw, thanks for reading.
regards.
Wednesday, September 2, 2009
Engine and Transmission oil change.
Hi guys.
If you use your car for daily basis and not for hard driving, don't bother to change the transmission oil frequently. It is just waste of money ( in a way ). Only for crazy maniac guy who enjoy revving the engine like no one else business are advise to change it when servicing the car =p .. Opsss. am i talking about me?
Normally i change my transmission fluid after hmmm, can't recall. Haha. Btw after watched this video, now i realize that it is important too other than just changing engine oil.
Btw here's the video.
If you use your car for daily basis and not for hard driving, don't bother to change the transmission oil frequently. It is just waste of money ( in a way ). Only for crazy maniac guy who enjoy revving the engine like no one else business are advise to change it when servicing the car =p .. Opsss. am i talking about me?
regards.
Wednesday, August 26, 2009
Photoshoot : Putrajaya at 2300
Last nite, i went for my car photo-shoot at Putrajaya , Malaysia. Below are some of the pictures from the photoshoot.
Venue : Putrajaya , Malaysia
Time : 2300
*Credits to the young & talented photographer - Mr Edfan.
Venue : Putrajaya , Malaysia
Time : 2300
*Credits to the young & talented photographer - Mr Edfan.
Saturday, August 22, 2009
4g93 with ITBs
Hi guys.
Last week, my friend and me went to his panel workshop to do wide-band tuning to his engine. When i was waiting for the tuning to finish, i took a look around on the other rides in the workshop but then i spotted a mysterious induction sound at the back of the workshop. Im very curious to know where the sound came from so i went to the back and check on the ride. It came from a 'not so flashy' yellow Proton Satria with 4g93 engine. Then i realized, it is the engine that i spotted couple of months ago when it is still in the building up process. Hell yeah. Now, it's finished! Pictures of the engine bay bellow.
I'm craving for this induction setup. The sound from the ITBs is damn sweet. I have to keep this engine specifications as secrets since i've made a promise with the owner =p
p/s: happy fasting to all of my moslem friends.
Last week, my friend and me went to his panel workshop to do wide-band tuning to his engine. When i was waiting for the tuning to finish, i took a look around on the other rides in the workshop but then i spotted a mysterious induction sound at the back of the workshop. Im very curious to know where the sound came from so i went to the back and check on the ride. It came from a 'not so flashy' yellow Proton Satria with 4g93 engine. Then i realized, it is the engine that i spotted couple of months ago when it is still in the building up process. Hell yeah. Now, it's finished! Pictures of the engine bay bellow.
I'm craving for this induction setup. The sound from the ITBs is damn sweet. I have to keep this engine specifications as secrets since i've made a promise with the owner =p
p/s: happy fasting to all of my moslem friends.
Tuesday, August 11, 2009
Honda Civic EG & EK Variances.
Civic EG and EK ; The type of Honda car which we can say old by now but still young at the heart of a car enthusiast. Btw, this are some of the informations about the variances of the EG & EK models.
p/s: NA monsters!
EG
SEDAN
HATCHBACK
COUPE
EK
SEDAN
HATCHBACK
COUPE
TYPE R
p/s: NA monsters!
Saturday, June 27, 2009
Viva All Motor
Nothing much on today post but i just wanna share my current engine bay. My all motor 4g93 engine.
click for better view
Btw, during the overhaul process i asked my mechanic to change my worn hidraulic lifter. Now no more irritating noice especially when i start my car in the morning. Most of 4g9x user got this problem =P
Hmmm ... what's next to mod? a new 4-1 race header ? silicone hoses? oil cooler? stright cut gearbox ? Haha. Still thinkin'. Stay tune readers.
p/s: MJ @ mikaeel , RIP.
Wednesday, May 20, 2009
Subscribe to:
Posts (Atom)