COREdevelopments
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| posted on 8/10/08 at 08:13 PM |
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4age decompression plate
Hi all, i am thinking about supercharging my 4age. is there anywhere i can get a decompression plate from? also has anyone done this before to a 4age?
i would like to use a mini eaton type charger and if possible keep it running on dellortos and megajolt?
what the best way to go about it?
thanks
Rob
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Worzey
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| posted on 8/10/08 at 08:20 PM |
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Bimble has supercharged his 20v 4AGE so could be worth dropping him a U2U.
I've looked at the RAW Engineering Rotrex kit but at £3000+VAT its a bit too expensive.
However, let me know how you get on, if it can be done using a cheaper route I would love to find out how to do it myself.
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liam.mccaffrey
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| posted on 8/10/08 at 08:55 PM |
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ive thought about making a decomp plate
wouldn't you just have to CAD the top of the cylinder block and get it water/ laser cut out of a suitable thickness material
easy really,
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BenB
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| posted on 8/10/08 at 09:00 PM |
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Ferriday engineering do these. They've got lots of standard engines on CAD and can make them to order....
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nz_climber
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| posted on 9/10/08 at 03:52 AM |
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Why not just get the pistons from 4agze? they are low compression. also what sort of boost you looking at running? Probably get away with just running
standard pistons with a thicker head gasket. As the standard 16v 4age isn't very high in compression.
[Edited on 9/10/08 by nz_climber]
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COREdevelopments
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| posted on 9/10/08 at 06:23 PM |
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not looking for serious high boost, just enough to make it go quicker. is there a website for these guys? also mite think of using gze if the price is
right. would there be any issues with running a supercharger on twin 40 dellotos?
thanks for the input so far guys
rob
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bimbleuk
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| posted on 10/10/08 at 08:46 AM |
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Hi,
I've been building supecharged 4AGE engines on and off for the last 10 years or so!
I've done several configurations starting with 8:1 CR with a Denso roots blower which worked fine but never really produced the power I was
after. I don't believe the blower I was using could pump sufficient air but that's what I had at the time. The engine did last for several
years and went to 1800cc in the last config and used the same set of 4AGZE pistons each time.
More recently I built my 4AGE 20V with the Rotrex blower and standard cast pistons at 10.5:1 CR. Again no problem with mapping and never once suffered
any detonation issues. The pistons finally gave up after we upped the limiter and went above 1 bar of boost! The ring lands just couldn't stand
the BMEPs with over 260BHP and 195 lbs ft.
I already had a set of 8.9:1 CR (over 9:1 CR with the 20V head) 4AGZE pistons ready to go in. You can buy them from Fensport at around £150 a set plus
rings. Coincidentally I took my car back to the dyno yesterday and so can give you a direct comparison between different compression ratios.
Bottom line is after spending the morning mapping both engine configurations ended up giving very similar peak power figures. However the 10.5:1 CR
engine reached the peak power @ 7200 RPM where the 9:1 CR engine needed 7500 RPM to match it. Also the high compression engine was much better in the
mid range gaining over 20BHP in places!
The advantage of the GZE piston is they should last as they came from a supercharged engine. Second I now have the option of using a smaller pulley on
the Rotrex to speed it up or even to use a thin metal head gasket to increase the CR ratio by another half a ratio.
The success and reliabilty of a project like this comes down to lots of preparation, good control of fuel and spark so the quality of the electronics.
However the ability of the mapper is just as important!
The RAW Rotrex kit is produced by OMEX and my car was basically the inspiration for their kit. I'm using their CNC'd brackets to replace
my hand made steel prototypes as they're much lighter more professional looking 
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COREdevelopments
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| posted on 11/10/08 at 10:26 AM |
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thanks for that info, really sounds good. however i was intending to use my dellortos. i know it would be better with injection. but are there any
isuues i should know about with running carbs?
rob
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bimbleuk
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| posted on 16/10/08 at 08:21 PM |
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Thought I would update my last post as I went back to the dyno to move the exhaust can and check the figures after a week bedding in. Result was the
exhaust cam did next to nothing, I picked up a puncture on the way which became very evident on the rollers almost in the middle of a power run! We
found the VVT wasn't being advanced which explained why we lost the mid range. The final figures of 267BHP were identical to the original engine
I built over a year a go so the lowered compression didn't lose power but should be a lot safer.
[Edited on 16-10-08 by bimbleuk]
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MikeRJ
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| posted on 16/10/08 at 08:35 PM |
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quote:
Originally posted by COREdevelopments
thanks for that info, really sounds good. however i was intending to use my dellortos. i know it would be better with injection. but are there any
isuues i should know about with running carbs?
rob
Are they the proper DHLA carbs made for turbocharged applications (Lotus Esprit)?
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COREdevelopments
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| posted on 17/10/08 at 07:18 PM |
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not sure on that one. if need be i will have to go down the megasquirt route, but that will involve changing a few things.
but im sure it will be worth it.
276 is very impressive for a 1600. bet it goes like stink!!!
rob
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