Big Inlet Camshaft - Stock exhaust cam. ft: Frankenturd 4AGE - Dyno tested

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Test engine/s Spec:
Polished turd aka frankenturd:
VVT-i intake pulley
Long rod bottom end
Modified early bigport head
TRD head gasket
284 degree 9.2mm camshafts
Toda valve springs
10.3:1 smallport pistons
Toda 3.7kg flywheel
Maxpeedingrods connecting rods
Link G4 ecu
52mm itb's
Garage4age Header and 3" exhaust
Cam spec here: www.kelfordcam...
Factory cams : 7.2mm 232 (advertised)

[@ivanleal4432]

For me, this is by far one of the most informative and interesting videos in this channel. Just by comparing the data I can see how much HP each cam delivered to the engine. STD intake and 284° exhaust gave +9 HP, but by having 284° intake and STD exhaust it gained +15 HP. Clearly the intake is the most important event. Not to mention, the 2.1 mm of lift between the stock and the aftermarket cams is a huge difference. With this data I can play in my mind and imagine how much does a camshaft upgrade works in other similar engines. Fun stuff! Thanks for your work, gear heads around the world can learn so much from your experiments. :)

[@dennisrobinson8008]

The 284/232 is dominanat to the stock 232/232 from 3500 RPM and up, where the 284/284 doesn't start getting ahead till 4500 and up. And the 284/232 is dominant to the 284/284 until 5250 rpm.

[@RallyRanchMotorsport]

I think it's so amazing you have adapted that very familiar looking (😉) vvti gear to your 4age. Huge respect, you deserve anything you can get for engineering that. this video just reinforces my euphoria and thankfulness that I took the vvti path. ❤️

[@Stale_Mahoney]

the fact that you are pushing almost 190 wheel hp out of a 1.6 is amazing

[@Garage4age]

Yeah this junker is doing alright. my other engine does over 200

[@Stale_Mahoney]

@@Garage4age amazing, how close are the junker to the other engine? or is it a Mather of worn cylinders and compression loss that got the junker down on power in comparison?

[@Garage4age]

@@Stale_Mahoney good engine has about 15kw on this one. can see it in my older video's. with a fresh bottom end and some bigger cams i think the junker would be very close to it. the other engine has oversized valves and stuff so dont think it would quite get there. eventually I will combine all the good stuff from the junker engine and good engine in a new build. but the first step will be adding vvti to good engine

[@Stale_Mahoney]

@@Garage4age ohh i can see that as a massive advantage considering how good the curve became after the vvti tune than having a fixed position, what compresion ratios are you running if you dont mind me asking? got a "street" engine build myself at 11.83:1 comp and running a 3.05mm head gasket head was intended for E85 and rally use but i intend 95 octane as i want to be able to full pump gas (but not a 4age so cant be compared i guess)

[@Garage4age]

@@Stale_Mahoney engine is vid is high 10's, runs fine on 95ron. other one is around the 13:1 mark. will also run on 95 but bit too prone to knock for my liking. so is always on 98. but yeh as you say cant compare engine to engine, even of same family depending whats been done to them. ive tuned 4age's that have been very knock limited with less compression.

[@jimziso5510]

Hello...I would like to thank you for all the work you have done so far..would be very interesting if you play(advance and retarted) with the big cam(284) on the exhaust side, particularly in mid range... keep up the good work you offer!!!

[@Garage4age]

It does pretty similar to what it did here on the small cam. only little bits here and there in it. unless way off like when I advanced the cam, losses power everywhere. Hence why i tell everyone i wont be bothering with exhaust vvti when they ask.

[@Jaredscott89]

@@Garage4age is that why lots of manufacturers started with intake vvti? exhaust vvti is only small gains generally?

[@Garage4age]

@@Jaredscott89 Yeah, you will find the exhaust side has some benefits at idle/low end driveability, emissions and the likes. get away with slightly bigger cams and still have the niceties.

[@TurbineResearch]

That was a bigger difference than I expected. I guess it's all a system and needs to work together

[@dingo-gorditas]

took me a good 37 hours to understand that exhaust cam gag

[@wraithgard]

I wonder if 240/232 would have improved anything over the stock configurations.

[@michaelkeene3686]

Hello, I would be interested to see a video testing micro polishing of engine parts for friction reduction and how that affects lost power.

[@RBGgermanKX250F]

Would be interesting to see the differences of injector timing. Say the stock Link map of around 400° compared to what the values IEA spreadsheet & Holley table would spit out. Would also love to see if there's any effect on running very high fuel pressures. Like compare the usual 3 or 4 bar to 6, 8, 10 bar as long as Injectors allow.

[@Garage4age]

I probably should do the injector timing one, few people have asked, and easy to do. I haven't got an adjustable reg on any of my stuff. but will keep that one in mind too.

[@austindoud273]

There's a cool IEA calculator in the sloppy tune cabinet

[@ToreDL87]

And now we know that too ^^ Regardless what secrets are between those strut towers it's amazing how much abuse that long rod block is taking. It just sounds more mechanically balanced & harmonized than most short rod's. Did you drill & tap for oil squirters on yours, or are you going the route of less friction & higher oil pressure?

[@Garage4age]

Just went the route that didn't cost anything on this engine tbh. so yeah no oil squirters. Undecided what i will do, if build it properly.

[@ToreDL87]

@@Garage4age Yeh makes sense! Cool stuff regardless. Thanks to you I'll look into getting a few cheap long rod blocks for low power high abuse applications, I've got a couple of heads laying around somewhere, perfect candidates for a bit of low cost fun!

[@SidewaysGts]

Putting things like cam size/duration, valve size, and other bits necessary to actually "make" power at these rpms Can I ask what was necessary just to have the engine GETTING to these rpms reliably? (Actually, if youre willing to share it and its not trade secret of course, itd make an amazing video to discuss how/what was done to this engine to get there. Revving to 10k rpms is kind of a wet dream / pipe goal for a lot of people with these engines. Seeing someone do it is amazingly inspiration) Thanks!

[@Garage4age]

Most of the info is there go back and watch my videos. The engine specs are also in description of each video. But doesn't mean much as the same mods on paper can make no power if done wrong

[@valyarde3236]

I have a 4agzte in my kp61 rwd Toyota starlet I have been considering experimenting with a 268 intake and 232 exhaust camshaft thank you I now know I should retard the exhaust camshaft at least 5' degrees intake camshaft I will leave at tdc for now being twincharged is fun no lag 3071 turbocharger takes over from 5500 rpm supercharger is declutched thank you very informative video

[@jesusleon1562]

El mejor canal de KZbin

[@doti7310]

Great video, as always! Something i always wanted to know is if a tubular intake header with single throttle body has an advantage over a normal intake plenum. Never seen such a thing thou.

[@gerrit2107]

some toyota 4efe's have a tubular intake with a small plenum and some of them have a regular plenum intake. stock the tubular ones make 12hp more (75 to 88) but the intake is not the only diffrence so idk how much of a diffrence it makes :)

[@Garage4age]

I would say neither is better. it would just come down to how well either design is executed. most of the power is in the runner length. so if both had the same runner length and diameter. It then comes down to how well you get the air to the runner entry. and the entry itself

[@gerrit2107]

@@Garage4age In that case the 4efe tubular manifold would be better since the runners are equal length and they merge in a collector at the throttle body so every cilinder gets exactly the same amount of flow (theoreticly)

[@Garage4age]

@@gerrit2107 the tubular one is quite a bit longer from memory. so they probably used it to adjust the power curve. the 5efhe acis manifold would be my pick out of factory e series manifolds, in most cases.

[@gerrit2107]

@@Garage4age the runners are certainly longer. Im getting an Ep95 starlet from japan soon (the 4wd one) and Im thinking about making a dual roller itb setup for it, which would purely be for the arguable cool factor since im also turboing it :)

[@yeahgoood]

This sick 4AGE THO !!

[@bboycieb9055]

Thank you for your video and excellent work. An idea of video: putting various diameter insert (venturi) at the head exhaust and maybe intake.

[@yur1831]

Variable lenght intake would be sick

[@Garage4age]

I have one video on downsizing the inlet runners. I have played a little with the exit of the exhaust port. there seems to be a little to be had there with the right shape. but haven't come up with anything solid yet. there are some things like that ive put on hold till my other engine goes back in.

[@МаксимВоронин-ы9ж]

Thank you!!

[@derxKai]

Hi Dude, could you test the Difference of different Injectors? I mean single Hole EV1 vs 4 Hole EV6 vs Multihole EV14. I wonder if better atomisation gives more Torque but tends to knock sooner. Also you could test if any Changes in Fuelpressure makes some Difference in Power while keeping the same AFR. Cheers m8

[@WhiteMaaark]

Very informative channel, big thanks! Got strange and uncorrect question, but I'll try to ask, because you have big experience with difference spec tests. In theory...How much +kw I can get with cams 264 in and 256 out (both 7.9 lift) on nearly stock bigport 16v? Got this spec on my 4age from Japan, but cant make dyno test now. Also have 4-1 header, and oldschool Cusco ecu with dip switches=)

[@Garage4age]

pretty much depends on the setup. If i had to guess, probably up to 10kw on a good setup, over stock cams

[@inaNis_]

Do you think forged pistons and rods with the 193b cams you've got in here would go to 9,500 rpm like you've got in this motor? I know this is a long rod and all so I'm not sure if that seriously effects the redline. Also, (sans VVT pulleys) are there significant differences in power potential between the 4 and 5 valve heads once you start doing cams, intake, and exhaust?

[@Garage4age]

my other engine i spin up to 9500 no worries has better built bottom end but stock block and rod length. the 193b cams are ok. but i would go bigger, if get rest of the setup right can make more power with very little downsides. but the bigger you go, the bigger the hole you''l dig in the bottom end if get it wrong, which is very easy to do. 20v you are limited cam wise. since they have a smaller bucket/lifter area. the 16v can be made bigger again with a undershim/shimless bucket. so can fit a far more aggressive cam

[@crd-nz_001]

Biggest hurdle with a 5 valve is it doesn't need excessive lift. 0.3in and the head is flow limited by valvesize, so sticking something with 0.45in is going to have no outright power gain. A 5 value responds beautifully to more duration. I went to a regrind cam and made my own shims for under the buckets. 8.2mm lift with 280@adertised and 235@.050. Since I still have the standard ECU, there is a dip in the midrange, but it gained 10kW between 2300-3750, fall into the hole, then comes back at 5000 and goes to 8250. The lift went up 1mm, but duration jumped by 30 degrees. It was just a drop in cam experiment on to of the usual exhaust/intake modifications.

[@Garage4age]

Yeah the bucket area limits ramp angle, how fast can open/close the valve. The dip should be able to be fixed with exhaust stuff

[@jamesford3549]

Have you ever dyno tested water pumps, stock, under drive pulley, ewp?

[@Andres-wy5du]

Have you done this on a turbo motor

[@abubakrhartley959]

Should do duel vvti next

[@mikasantos3774]

Waiting for you to dyno to test some 304 304 camshaft and see how much better or worse that would be compared to the 284 s

[@Garage4age]

my other engine has cams around that mark. can be seen in my older vids.

[@sorbicsagor5080]

I have a nice 89 Corolla GTS with 410k miles, somehow the body is still dent free, but the head gasket blew out a couple weeks ago. Been watching some of your videos to try and figure out what I should do for some mild upgrades since I'll be tearing her down anyways. I want to keep the factory intake. Any recommendation on which cams would be a good choice for a small bump up from stock? I found a page saying Web - p/n 45-082, Grind number 294: - 244° duration (Duration @ .050” lift is 218°) 8.2mm lift should work well with factory fuel injection.

[@Garage4age]

I haven't done much with stock ecu. but you will have to stay pretty mid cam wise. theirs some easy improvements you can do yourself if look just behind the valves. and clean up the chambers. then find someone who knows what they are doing for the valve grind. take .5mm skim off head and run a trd head gasket.

[@Vapourdave]

@@Garage4age yeah definitely bowls and short radius work and cleaning it up I found helped a lot with a new valve angle grind. Good valve springs are a must.

[@Garage4age]

@@Vapourdave Yeah If do it right some decent gains there.

[@JustGeminis]

Surprised you didnt change your muffler bearings while you were changing your exhaust Cam !

[@Garage4age]

Due to budget cuts, had to scale back the maintenance scheme.

[@SidewaysGts]

Quick question again for the frankenturd here- What is the max rpm youre hitting with it, and what were you doing for the oil system?

[@Garage4age]

most of the time it was limited just under 10k. it did a few 10200 pulls. stock oil system, just restrictor to head

[@SidewaysGts]

@@Garage4age @Garage 4age Awesome! I wasnt sure if the stock system would cavitate or get a bit "cranky" at 10k rpms. Its neat to know that a simple restrictor is sufficient for pooling in the head for this. If i recall didnt the later 16v heads gave a larger external return on the back side of the head? And then I think the 20vs just opted for larger internal drains all together. As always, love your channel! Always excited to see whats next

[@Garage4age]

​@@SidewaysGts 10k long term, unsure. 9k ive ran long term. no issues. "good engine im running toda gears, will see how it holds up long term. Yeah smallport has an external drain in back of head. ive overcome that setup plenty of times also. same fix though. 20v i haven't held one 8k+ for any length of time. so cant comment on them. the blocks are the same though. so they have to deal will the same internal drain size. so if they are better will likely be due to the feed side of things

[@galih14177]

EFI vs weber 4 barrel carburetor dyno tested

[@rp.tuning]

Hi mate , can you do vvti vs ignition timing or cam gears vs ignition timing? Regards Keep up 😍✌🏻

[@Garage4age]

hey, on a setup like this, the ignition timing it likes will be very much the same. maybe can run a tiny bit less ignition timing with the vvti optimized. as its mostly related to the power gain /cylinder pressure. so more power will need less timing. but since the gains aren't huge will like pretty much same ign timing. something thats octane limited. say a turbo engine. using the cam timing to bring on the turbo earlier and make a stack more mid range. will likely have to retard the timing a decent amount. but again its related to the power gain rather than the vvti/ cam timing directly

[@kadewiebe3067]

does maxpeedingrods make long rods for the 4age? or am i misunderstanding something here?

[@Garage4age]

I had them custom made

[@SuperKanuuna]

You sound funny. Why you stuck with this engine?

[@mr.pineapple7620]

This combo could work well with blowers

[@Garage4age]

should work good to bring a turbo on earlier

[@mr.pineapple7620]

@@Garage4age yea but modern turbos generate almost the same intake pressure as exhaust pressure so I gues having both cams big would work well with modern turbos But for blowers this limits blow by

[@Garage4age]

@@mr.pineapple7620 yeah. for turbo was more directing it at the power increase at 4000rpm. since more power will generally spool turbo earlier.

[@mr.pineapple7620]

@@Garage4age that's true. You could prolly spool a much bigger turbo with that

[@mr.pineapple7620]

One question would be how much tourqe can you generate how early with both big intake and big or stock exhaust cam using VVT so we can make a good estimate on how efficiently you could spool a big turbo

[@leonardtangey8685]

Slowly becoming the god of 4age!

[@randomtoyotadude8952]

Yeah, i hope he will do 4agze after he have done 4age enough

[@martincoufalik9101]

he is hard worker indeed, his engine is amazing, yet he is not a god. There is guy who managed to get 11k RPM and shitload of power out of his engine. Check out VHT racing. kzbin.info/www/bejne/hJbGaJarrpZ2g5I&ab_channel=VHTRacing

[@Garage4age]

@@randomtoyotadude8952 This car actually had a sc14 on it for a couple weeks, many years ago kzbin.info/www/bejne/gqi0fKGVopaebMk

[@ilyazippo]

Brilliant work as usual! Your turd is an inspiration for all of us 🙌🏼 I’ll be a bit rude and ask for some advice - I’m running a 11:1 CR smallport, 272 9.2mm cams and a stock intake manifold and standalone ECU. Currently, trying to base myself of your previous videos, I’m running about 5 degree intake advance and 0 on the exhaust. What timing adjustment would you recommend with a similar set up for good drivability and torque and a 8500 rpm redline? Thanks!

[@Garage4age]

It really depends on the cams and how the manufacturer has indexed them. best way to do it if you don't have dyno access. Is fuel used vs air fuel ratio. if your alpha n (tps vs rpm) based, its easy. if goes lean after a change its making more power, richer = lost power. if your running map for load. you will have to look at the injector duty as well since it will self compensate to a point. In most cases they like 5-10 intake advance over stock settings. and sometimes a little exhaust retard. but yeah best to just test and see. make sure to find where piston to valve contact is before you go too far

[@joemomma12341]

Its cool to watch the results with the intake cam pretty much deciding rpm range, and the exhaust cam letting it breath well there.

[@suronsoon8913]

Thanks you for your hard working ethic, to bring this great tube vid to us, being a great help!....

[@snap_oversteer]

Great video as always, looking at your spec list - how good are the maxpeeding rods? I didn't expect to see them in your build, but it's a frankenturd after all :D Also, are you running stock oil pump? If so, it's impressive it surives 10k+ rpm pulls

[@Garage4age]

Haven't had any issues with the rods, i will use them again if build this engine properly, if they stay in there till it comes apart (with tools not by itself haha) Probably combine with some lighter pistons. yeah stock pump as well. Theory is there should be less vibration with the longer rods. so should keep things bit happier. also crank pulley is something no one else has put on 4age. secret stuff and all

[@rickyr7790]

Rods dont matter as much as rod bolts do in a high RPM load.

[@dennisrobinson8008]

I was curious if the 284/232 "sounds" different than the 232/232? What is more responsible for the "sound"? Is it the intake or the exhaust or is it really the overlap?

[@darylbabz5451]

Hi. Always watching your vids. Thank for the valuable info I really learn good stuff. May I ask a question can a put an vvti cam gear in my stack B20B? Well it be compatible if so what kind of vvti cam gear model should I buy? My B20B has no VTEC so I'm planning of an vvti well it work?

[@tylerhagen3068]

Makes me want to buy a 4age Don't even have a car to put it in lol

[@imadude85]

Wow. Almost 20kw power loss at 4k rpm and below with the high cam. But nice gain after that.

[@sdjHFCNIYWGDFKO]

Could you do an e85 vs 93 comparison video?

[@makeorbreak2798]

Hey mate I’m in the north of Auckland, do you think a turbo 4age in a kp61 is a bit much? I have just that and slowly getting it painted and certed

[@Garage4age]

Hey. depends how fast you want to go!

[@totobyafrica847]

Why don't you use the name Gar4age?

[@sorbicsagor5080]

Been hoping for another video w/cam changes!

[@Bradley0beaver]

Would you be able to complete the same test on a big turbo car? I’m intrigued if the bigger intake cam and stock exhaust would improve spool up / boost threshold vs stock both cams

[@Garage4age]

kzbin.info/www/bejne/aGjVXmqprs9keas

[@Bradley0beaver]

@@Garage4age awesome! Looks like I’m buying a big inlet cam then LOL, shame they only come in pairs

[@kamperformance5281]

Thanks for the great videos :) One cool idea is to fit double VVTi's (Inlet & Exhaust) and use a 7A Block(7A-FE Taller Block) And High Compression pistons and test with different types of fuels if possible Greetings

[@Garage4age]

Hey, this engine has a 7a block. but is running a 4a crank and longer rods, on of the reasons it handles the revs for being a very basic bottom end. while its not a good example with the little exhaust cam. you can see in this video exhaust vvti isn't worth doing

[@kamperformance5281]

@@Garage4age Right, I think it's just for Internal EGR purposes... Anyways maybe High Compression and Race Fuel ? Cheers

[@laurabasuki2841]

@@Garage4age I Saw on comment section, this is used 7a block but used 4age crank for longer con rod, if u don't mind to tell me what timing belt u used ? Are u making some custom job on pulley / retainer ?

[@sahilprasad6519]

20v blacktop please

[@Happyh0b0]

Wow, so if you've got 2 engines and you're on a budget to make power on both. Just split them and put a cam on the Inlet side. I happen to be in such a predicament...

[@Lecherous_Rex]

Love the video, but what's the theory? Port Velocity? More torque at that rpm range would be nice in a daily driver.

[@cobywilliams7332]

i love this channel and i love my country yew yew

[@ΘωμάςΤσιλίκας]

You are awsome! Thank you!!!

[@totallyshack8954]

@garage 4age Could you revisit the crankcase pressure concept? The theory is a slight positive crankcase pressure in particular fresh air right below the pistons (pushing air through the oil dipstick) helps push fresh fuel air mixture back into the cylinder that may have gotten blown through during the intake stroke as well as more fresh air. It also reduces pressure differentials during the compression and power strokes.. I've done some 0-60s that seem to marginally support this (5% gains). A well sealed engine probably would do best with negative pressure due to reduce windage on parts, but a used engine that has blow by in theory does better with positive pressure.

[@totallyshack8954]

If it is true that positive crankcase pressure with fresh air pushed in below the cylinders, it would be a somewhat easy modification people could do.

[@friggyfrig123]

3:18 hello )) in windscreen

[@cooperturbo4598]

Hum, quite interesting that the small inlet big exhaust didn’t work better than the other way around but that must depend on the inlet flow / exhaust flow of that particular engine…

[@dennisrobinson8008]

They were doing reverse splits on Chevy LS back 10 years ago and got similar results. If you google around it was "Patrick G" who was the cam guy on many of those.

[@lansbwh5139]

Hello from Ukraine! How much horsepower in you Toyota Hilux? I'm sorry if I wrote something wrong, I don't know English very well.

[@Garage4age]

Hi, Its around 275hp at wheels on low boost

[@lansbwh5139]

@@Garage4age Ok Thanks you!

[@lansbwh5139]

@@Garage4age And how much will it be if the boost is raised to the maximum? And can the pistons and connecting rods withstand?

[@Garage4age]

@@lansbwh5139 turbo I'm running will max out at about 400whp. But would need some higher octane fuel, different clutch and stuff to hold the power. The engine internals should be ok at that power but not much but wouldn't push it much more. I run it on low boost as has enough power to do what it needs to do and very reliable engine and driveline wise

[@lansbwh5139]

@@Garage4age Understood, thanks for telling me. And why did you choose 4AGE?

[@Mayo-dj6ew]

hmm.. how bout a 4age quad throttle version that 'holley skyram'

[@Garage4age]

Done it couple years ago kzbin.info/www/bejne/hX_FqZuKapmhrJY or road cones kzbin.info/www/bejne/r4fOqGZjbtKDfqM

[@TomoReso]

Thats a strong little engine!

[@aergaetrhethaergertha2099]

i see youve changed the cas to a trigger wheel on the rear of the cam why is that?

[@Garage4age]

Sensor was always there on the vvti setup, just used to be on the side of cover in plug valley. it was a pain to get the air gap correct. so moved it to the top

[@IljaFilenko995]

U ever dynoed the influence of injector dead times?

[@Garage4age]

dead times wont do anything to change power. injector timing may have a tiny effect with oversized injectors, like this has.

[@Josh.Bowen.086]

Love it!

[@Michael45P]

Man, it is time to put a turbo on it…

[@Garage4age]

my turbo engine eventually gets the trickle down from the na stuff. may end up with vvti and possibly this cam combo

[@jareknowak8712]

👍

[@nurspeedperformance]

Can u test ex cam in the middle between 232 and 284. with same 284 intake cam

[@Garage4age]

would probably work well. but limiting what i make videos about, with parts i have already have/people send me or things that keep my projects moving forward. what I make from each video barely covers cost of fuel.

[@nurspeedperformance]

@@Garage4age tq for your time n money. I just want to know how much power it make from lower rpm to high rpm.

[@Garage4age]

@@nurspeedperformance Guessing it will likely draw a line between the 2. but maybe on the side closer to matching the 284/284 top end wise. as they tend to like a slightly bigger intake cam than exhaust cam. I'd be more interested in running a bigger intake cam in this engine combine with the 284 ex

[@nurspeedperformance]

@@Garage4age if 284 in 284 ex the power is high end then u use 232in 284ex the power at high end drop but the power at the mid range going up i wonder if u use intake cam between 232 n 284 how the power wil make. it is same with 232 in 284 ex or the mid range and hi end going up too

[@peterkenny6383]

Try a 294 in the exhaust with the 284 intake

[@Garage4age]

They like a slightly bigger intake cam than exhaust. unlike some other engines.

[@peterkenny6383]

@@Garage4age yeah ok. We had a good power increase with the bigger exhaust cam with our beams engine

[@peterkenny6383]

O and PS i love the show and content. Thanks

[@Garage4age]

@@peterkenny6383 Thanks. Guess it is possible that it likes a little more exhaust cam now with the vvti intake. kinda why i put the 284 in the exhaust side rather than the 278. that comes the the 193b cam set. but yeah everything i've tried with the fixed timing, they don't respond that well to bigger on exhaust side than intake.

[@tiitsaul9036]

Very interesting. Small intake/ big exh cam combo is an interesting one. What is VE at 4000rpm with 284/232 combo?

[@Garage4age]

about 125 it seems if add 10% driveline loss

[@tiitsaul9036]

@@Garage4age good. What would it take to maintain that high VE at high rpm?

[@Garage4age]

@@tiitsaul9036 bigger cams would help hold it longer. or more so move it up the rpm. my good engine holds about the same 125 till about 6700rpm. if i get the vvti working on that engine it should hang on a little longer.

[@gajiraanorimaki]

All those tests (for NOTHING in concrete) : put a TURBO and dont break our balls with those stupidities !!

[@Garage4age]

maybe go watch whistlindiesel if you dont understand this channel

[@gajiraanorimaki]

@@Garage4age but you continue to suk those peniz (non) culture . 🤣🤣🤣🤣🤣