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Re: How does the 4A-GE go in a 1200?
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Always been in 2 minds with transplants.
Besides the fact that an A-series is limited in hp , there is weight and cost to consider. Add a 4A CA or SR , you,ll going to end up with a car weighing an extra 100 KG - 150 KG and a hefty price tag

Posted on: Today 1:27
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Re: How does the 4A-GE go in a 1200?
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A14 80hp @ 6000RPM, 75ft-lb
4A-GE 112-120hp @6600RPM, 97ft-lb
CA16DE 122 hp @6400 rpm 101 lb⋅ft
CA18DE 131 hp @6400 rpm 117 lb⋅ft

Nissan wins!

200usd HKS 272 cams add another 15-20hp
100USD HKS headers another 5-8hp

ca16de is way under estimaged but not by rolla guys

Posted on: Yesterday 14:05
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Re: lubrication issue ?
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ok, quick vid of timing chain in action.... not the most interesting youtube video ever.. but maybe of interest to someone on here...

https://youtu.be/ZV_VPymjBuU

So my strange whirring/scraping noise is not caused by oil deprivation....

The other thought i have is that the cam bearing could be spinning in the block... is this likely ?

Posted on: 5/21 14:06
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Re: How does the 4A-GE go in a 1200?
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Another way to look at it, it's a lot more than a stock A14

A14 80hp @ 6000RPM, 75ft-lb
4A-GE 112-120hp @6600RPM, 97ft-lb

In both high-RPM power (peak power) and low-RPM HP (torque) it goes a lot more than an A14. Feel is very different but the performance is real

Posted on: 5/21 11:51
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Re: H89 vs gx head
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Hi D

Is that a round port with a raised roof and built up floor?

Looks like a nice port.

Are the valve guides cut down?

Posted on: 5/21 11:50
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Re: How does the 4A-GE go in a 1200?
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was reading this review from 1986 of the Toyota FΧ-16
Quote:
Like its 4A-GEequipped stablemates, though, the FX 16 doesn't have much low-and midrange torque. The engine revs freely and easily, but nothing very spectacular starts happening until about 4700 rpm. A fast launch from a stop requires a merciless foot on the gas and a quick step off the clutch pedal.
I take "nothing spectacular" means it has as much power as an A14 until it hits 4700 rpm, then watch out

Posted on: 5/21 8:59
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Re: H89 vs gx head
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Open in new window

Posted on: 5/21 2:23
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Re: H89 vs gx head
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the Cleveland 4v heads vs 2v is a good example DD
Seems they had to use smaller valves to get some
decent lower down airflow to suit 1170cc gx models.
Full race applications with 1300cc bigger valves etc.

What still surprises me is that the little roundport
was used in big bore 1600cc 80s Sunnys with lots of
"learnt" architectural changes from years of development
they never resembled anything from the factory.
Maybe it was cheaper to start with a round port a12 head
to get what they wanted than to waste a GX head or
buy a gx head vs a roundie.

http://www.pitroad-ts.com/tuning/Ts-cup/miya-z/a12a-2.JPG

http://www.pitroad-ts.com/tuning/Ts-cup/miya-z/miyaz-6.JPG

Posted on: 5/21 1:58
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Re: H89 vs gx head
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I agree with D, the GX head with the huge ports likely is a bit much for most A series builds that aren't a full race setup.

Posted on: 5/20 21:36
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Re: H89 vs gx head
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Quote:
Gx head with a14 valves or even larger would make use of the larger ports
Nissan Competition sold exactly that

This reminds me that during the 1960s/early 1970s all the manufacuters were doing the same thing. Remember the Ford Cleveland 351? The ports were "too big" so Ford Australia combined the best of the features to make the ultimate street head. Chevrolet went through similar learning curve

Posted on: 5/20 18:03
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