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Thanks HPA for giving Matt and Niko some love I’ve been watching your’s and their channel for a long time there series on 4A/7A builds are fantastic so much great information , hopefully it will encourage everyone to have a go😊.
Enjoy listen to the back ground stories of your guess. Passionate and curious seams to be theme amongst the guess and Matt is no exception. Good on you HP academy, you never fail to deliver on your knowledgeable guess and there content.
Been saving this episode up, and it was well worth the undisturbed sitting. Really appreciate the insights and also the honesty behind each pragmatic advisory. Thoroughly enjoyed it, learned way more than I was expecting and already looking forward to the next underdog gem! Cheers!
I’ve owned three of them. Two Blacktops and one Silvertop. They are great engines. The only real issue I had with them was that they use oil for some reason. All three of them did it.
It's kinda hard, it was great back in the dayz but its massively overshadowed by do many other 4cyl engines, don't get me wrong I owned a black top Levin but it's just not held up as much as other more accessible and common sub 2.0l engines
This has been fantastic to listen to. Really interesting and also quite relatable. Personally also started with a 4A swapped KE70 that I also sold and have now bought back 😂 but I also started learning tuning standalone ECUs when I was bed ridden in hospital after a bike accident ( using the HPA courses), after which the first job I did was tuning my friends 4A KE70. I did / do have a background in motorsoprt engineering and was an engine development engineer but was always really interested in the tuning side of things.
There's always an upside to something not quite going to plan in life and stoked that we could be a small part of you using your time for more than 'beers on the couch' while you recovered from that accident dude! So awesome to hear and I hope you mended up well enough to be swinging a leg back over these days. Glad you managed to get the KE70 back too and cheers for the podcast support 🤘 - Taz.
In this age i would go with 2ar-fxe (x2ar-y32t) very cheap and easy 300-340hp N/A thanks to factory 280° cam (intake, that can be put in exhaust, so 2x280°)
Please try and get a podcast with Steve Morris, the knowledge he has and shares on his youtube channel is crazy, I think it would be a really good podcast. loved this episode, keep up the great work!
Just a quick update, recorded, 2-3 weeks away from release at most 😎 Turns out he has missed our previous messages in the chaos that is an email inbox these days haha - Taz.
Another interesting discussion; thank you for it. To pick nits: Higher valvespring spring-rate does not rob an engine of power. While it's of course true it takes more power/work to compress them - you get it back as the spring rebounds... except for the portion that is dissipated as heat on account of the strain of the valvespring steel. Of course, no argument that higher spring rate stresses and strains the entire valvetrain more.
because of camshaft profile, the work exerted by the cam to squash the spring may not have an efficient enough transfer back into the camshaft to give total power back. No Idea if this is true, just a theory
@@sebastiancrane5893 That could be true, but I think we're really getting into the minutia. Higher stress creates more strain, deforming the cam lobe and the follower - which could lead to more friction and therefore energy/power dissipated as heat. But at the levels of strain you'll see in a lobe/follower - we're really talking about separating fly poop from the pepper.
Thought experiment. You have valve float. That means all the energy in the spring isn't enough to return the valve closed in time. Thus none of that spring energy is being returned to the cam. To minimize loss and wear, while solving valve float, you use the minimum required valve spring rate to solve the valve float issue. So that means you increased the valve opening pressure requirement, while having minimal energy returned to the cam. Do you still say there is no power loss?
@@monkeypainter808 If you had theoretical valvesprings that kept the cam followers 0.0001mm off the cam lobes during the valve closing event - you wouldn't "re-capture" any of the work/power that went into the valvesprings during the opening event. I see your point: you don't get ALL the work back that you put into compressing the springs... You get back all the work put in MINUS the inertial forces that tend to hang the valve open. Put another way: If you have an engine that doesn't float the valves - you wouldn't lose any power at all by installing stiffer springs.
@@GroovesAndLands at all? There will at the very least be more friction due to increased normal forces. Not to mention the nock on effects that can lead to even more losses.
Hey Andre, I'm curious to know if upon reflection Matthews "10 hours" comment (which initially clearly surprised you) is actually close to your experience with race engines. Not just race engines you've been involved in developing but just race engines generally.
Seriously, anybody who likes the 4A should theoretically LOVE the 2ZZ but the 2ZZ is constantly overlooked. Guess we need an anime of our own. Doesn't help the 2ZZ never got a really popular tuner car, unlike the 4A or 2J
