kpr's kp60

[kpr]

Done some actual back to backs on this today.   
First the vvt travel is slightly aggressive for the cams in this engine. 20-25deg probably ideal  rather than the 30.    but have got the start and end points dialed in for pretty good compromise.  i can index the outer pulley to change it.  Its running about 10deg more advance than normal when vvt on and 20deg more retard when off.

 

Running the vvt setup first, then switching back to the fixed/adjusble cam gears set at my normal settings 

Blue: vvt  on  (advanced)
Red:  off

 

The pulley takes a little time to travel between advanced and retarded,  so the switch point is 7600 rather than the 8100 it looks like it should be.  which maybe a little disadvantage in the lower gears  when zings through the revs fast.    bit it actually helps fill in the dips. poor mans vvti 

black is vvt switching  off at  7600rpm 
orange is  best compromise  fixed cam timing

 

 

 

 

[kpr]

noticed this when editing video. worse than missing the odo roll over.   1019 runs..

 

And  video of the above stuff

 

 

[kpr]

Because putting vvt on your 4age isn't complex  enough.     This is my  approximately   84%  complete vvti  setup, along with belt drive upgrade.     Its at the point where ive got all the major components figured out.  Just need the last little bits to come together. Then test on engine to see if its a complete fail or not.

 

Since is probably fallen way off the radar.      you can tell me how retarded i am here:

https://oldschool.co.nz/index.php?/topic/21726-kprs-starlet/page/28/

 

 

 

 

[kpr]

Almost ready to bend some more valves

[kpr]

Got a bunch of teething issues and stuff to finish properly.  but managed to run it for a bit.  it was a bit wacky on the "2jz" vvti settings.  after messing around with the pid settings a little,  looks promising.  cam is advancing and retarding and matching the target in vvt map.  

The cam belt and pulley setup works good, no issues.   have a 25mm wide belt on there,  stock is 19mm. 

 

 

Also this engine is stuffed,   I had incident where the bolts backed out (may not have tightened them properly)  of the 20v vvt setup.  the inlet cam jammed up and bad stuff happened.  after that it was down 5kw or so, but still made over 130kw ha!    compression test come back 150, 150, 100, 150.    now with stock cams back in it its super obvious, runs on 3 cylinders until get over 2000rpm. 

I'll pull it apart once happy with how the vvti setup works.

 

 

[kpr]

Ok,  so i ignored all the oil leaks and bent valves, put it on the dyno.     most of its working as planned.

im not sure how fast its meant to respond.  this is unloaded 1st,2nd,3rd and bit of 4th on dyno.  which is a bit faster than it would accelerate on the road.   It doesn't keep up in 1st,  which is borderline free revving. but the rest is pretty good. some adjustments probably can get it even better.

 

first attempt I had it setup for too much advance and not enough retard.   so skipped a tooth on cam belt  which got it pretty close.   after a few runs with cam timing fixed at different  settings, built a rough vvti map.
using around 35 degrees of travel throughout the rev range.     It could go a few more adjustments, as can see in the graph below where the fixed timing slightly edges it out in places. 

Doesn't look super impressive,  but weak stock cams will do that

Red is  vvti holding 28degrees throughout rev range, which simulates the best compromise on a fixed timing setup
blue is my rough vvti map

To get that 114kw peak on a fixed timing setup would lose a huge amount of midrange

 

After that i had a play with the exhaust cam timing, was slightly off.  then run it up at 100deg oil temps.   i usually run tests at 90 or 95 because easier to keep there.   but hotter oil will make more power

Almost 117kw  with stock cams (not even bluetops) and some bent valves and an amazing amount of smoke coming out the exhaust.  must be some kinda record?
red is  stock ish bigport.  same good header and exhaust.  stock intake.  same cams!

 

 

 

 

 

 

 

[kpr]

So  I pulled the head off  looking for bendy valves in  cylinder no3.   but all looked good.  guess kinda makes sense the rings are toast in that cylinder will all the smoke. the whole thing was built with worn out old junk and all the bores look horrible.    but need to test more stuff.   so put it back together with a trd head gasket. that had been reused, i lost count how many times.    stock 1.2mm  trd .8mm metal.     some copper coat and back together again

Still smokes like a train as expected.  try not to let it idle so doesn't fill the cylinder with unburnt fuel.. 

seems to have gained about 3kw.  2kw at worst with the trd head gasket

100c run same as above,    120kw on stock cams!

 

 

 

[kpr]

You'll loose bottom end  using big cams and modifying your NA  engine.      Ok i'll take the hit at 1700rpm

 

 

The vvti works amazing on the bigger cams,  nothing like the weak gains on the stock cams. 

Some fixed timing compromises:

Light Pink (salmon?) 25 deg-  pretty much matches the peak power.  but massive hit in midrange
Green 30 deg - kinda blah. may as well run 25 as above ^
Pink  40 deg -  probably good compromise for midrange while not loosing a whole heap of peak.  good if didn't want to rev past 8500.

Bright green vvti - all the power everywhere. actually using  way more range that i thought i would need, about 45 degrees.  I didn't spend very long at all on the vvti map. so some tweaks may get another kw here and there.     and yes it made 138kw!

 

 

 

 

 

[kpr]

More graphs  and loud noises ,    shows better how big the shift in cam timing is

 

[kpr]

So, I'm onto version 2 of the vvti setup.   main difference is the solenoid setup.  the original setup I had the solenoid remote mounted.  as was easier to do it that way and to confirm would all work. 
but ocd couldn't handle all the lines.  more chances of leaks and stuff breaking.   It had 4 lines.  Pressure feed from engine,  drain back to sump  and 2 for advance/retard
New setup eliminates the advance/retard lines.   So just the 1 pressure line (feed from engine) and drain line to sump.   yeah im still using the dipstick tube for the drain, ha.

Solenoid now mounts in the block right by pulley and bolts to the other part.  so all the advance retard ports and wizardry happens  inside the ali blocks.
Doesn't look too out of place. have done a small amount of run time with it. All looking good so far. 

Also moved the cam sensor. before it was hidden  in the spark plug valley.   but getting the clearance right was a pain, since the covers can move around side to side on the studs
Now its on the top at back of cover.

I had a little accident with the bran new genuine timing belt,  so had to get this blue thing to get me going again. 

[kpr]

Can someone tell me if this a normal amount of smoke for a 4age?  seems about right to me?

10200rpm on stock 2nd hand oil pump and 300,000k pistons/rings and crank. seems like the winning combo

 

 

Yeah it really needs to come out.  but want  to put some run time on the vvti setup. 

Had a little play with some shorter intake runners.  looses the peak off the top as expected, if just jam them on. same deal as with fixed timing.    but after tuning the vvti, was able to pretty much match the peak
of the longer runners and gain power after peak.    Holding on real well right out to 10k with the little 193b cams.   Looking good for the end game setup

red is normal intake runner length
dark brown is  40mm shorter   - ignore bump at end of run dyno tends to have a frizz up there at that road speed. 
Both with vvti dialed in.