This letter is to address our goal of being able to extend competitive life of the existing Toyota 4 AGE-powered Formula Atlantic cars with a newly configured head casting. We want to give Toyota users another option that would give a modest performance increase and offer these teams an extended life with their existing inventory parts. There are many good reasons to open the class up to additional new types of motors and chassis configurations, and we do support the effort by the club to achieve this. This is desirable since the differentiation should help maintain the cost or possibly even lower the per mile motor expense for the class. The new rules will also make it possible to integrate recent professional series FAs into club Formula Atlantic, which will provide club members with an option for the aging inventory of current club cars. The increase in performance is bound to make the class more interesting and exciting as well.
This does create some difficulty, however, for current Toyota Atlantic car owners, whose 4 AGE engines and chassis were designed around each other. The recent rule changes to the formula Atlantic class engines is likely to make the existing standard, the Toyota 4 AGE, obsolete. A change of power plant involves the expensive fabrication of special chassis components and adapters, so switching to a new engine type is not an ideal solution although certainly an option.
Currently, in an effort to retain some level of competitiveness, a number of Toyota owners/drivers are having their engines rebuilt to extreme levels that are likely to result in less reliable power plants. As we understand the current rules, there are now no restrictions on 1600cc engines, presumably in order to compensate for their lesser size. Accordingly, it is our desire to construct a replacement cylinder head and induction system so that the 4AGE can get a new lease on life without having to resort to extreme compression ratios, materials, and/or components to achieve competitiveness.
We have been approached by Shelton and Linda Lindsay of Shrimp and Peas Fabrication (and a longtime FA competitor) to produce replacement cylinder heads; these would feature a new porting configuration that is projected to achieve competitive power. This system has that has already been proven on a similar engine, and we hold a patent on it. S&P would offer this as part of a readyto-assemble package. We project the cost of this “conversion kit” to be to be modest when comparing it to a new car purchase, or possible engine conversion. In fact, the head with the ECU harness, injectors and a cast
valve cover would be similar in cost to what we are seeing spent on current modifications to 4 AGE motors
The reason for writing this letter is to confirm that such an approach is indeed legal and in the spirit of what the SCCA wants regarding the new flexible 1600cc engine regulations for FA. We need a rule interpretation Roman]before we go ahead with the laborious task of designing and constructing casting tooling and fixtures.
In addition, we would like to see the open 1600 cc format to maintain stability over the next few years and hope that the club will insure this to help all manufactures and FA owners better able to balance their investment dollars if this is the case, everybody wins: current drivers and owners will be able to stay in the class with out motor changes. It will keep the fields better attended and at rational cost. The renewed competitiveness and use of existing parts and our head for the Atlantic’s with 4 AGE motors could help mitigate pressure on members to purchase new cars, or invest large sums in highly stressed used TRD parts.
In sum, the investment in current machinery will be maintained; perhaps even enhanced and newer equipment is likely to be a bit more affordable. This should help to keep the SCCA’s premier formula class healthy into the future. Our design enhances the current FA’s 4 AGE life without restricting those teams who want to search for other solutions.
Our desire is for you to review this brief and acknowledge its legality so that we can produce a model for teams to evaluate this year.
The cylinder head will have “dual swirl” breathing architecture applied to improve performance and flexibility. There have been 3 articles in Race Engine Technology magazine about this design, and it generally requires less cam duration and lift to achieve a high level of performance.
We propose to create a “kit” for engine builders and owners; this would consist of a cylinder head, structural valve cover, induction system, and fuel injection equipment for those who need it. It will be a “bolt-on” in most cases, as the geometric and dimensional relationships in the existing 4AGE heads will be unchanged. Current Toyota parts will fit into the new head.
I look forward to your response; should you have any questions or concerns, please do not hesitate to contact me.
Sincerely,
John Stowe