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Old April 8th, 2010, 12:04 PM   #1
kala
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Default Dual Swirl Port 4AGE After Market Head



Here is a project that we have been looking at bringing on line, this photo is the buck motor a FORD BDA, this technology will be redesigned and cast as a aftermarket 4 AGE head.

Dear Formula Atlantic Fraternity

Shrimp and Peas Fabrication has entered into an arrangement with John Stow at Anhared Powertrain Components, LLC to cast a rather unique aftermarket replacement head for the Toyota 4 AGE R Atlantic block.

This head will encompass a Dual Swirl Porting system that Anhared Powertrain has designed and holds a patent on. Our goal is to provide current and future Toyota 4 AGE users an option to develop significant cost effective horse power and provide a managed way in which teams can continue to use the plethora of Toyota parts that have been the FA standard choice. All current cams, buckets, valves, springs and such would be able to be utilized with our new head.

The purpose of this posting is to present the scope of our project to other FA racers and listen to their comments.

Best Regards
Linda Lindsay

Here is a letter that will be submitted to the SCCA.

Anhared Powertrain Components, LLC

Manufacturer of Discrete Powertrain Components of Exceptional Quality

www.anhared.com


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
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Old April 8th, 2010, 2:32 PM   #2
Paddy O'Brien
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Since someone has to ask..... How much will this cost me to convert a standard pro spec Loyning Toyota on carbs? If motor showed 240 peak hp on a dyno run how much will it show after your head is installed? Also this mod would require lots of engine cover changes too. Lots of air scoops required?
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Old April 8th, 2010, 5:41 PM   #3
kala
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Default Dual Swirl Prot 4 AGE head

Our goal is to get a motor in an RT-41 for late season testing this year. We feel it will make competitive HP to what the best builders are able to garner from the more conventional approach with less overall wear and tear. This will not be the answer for everyone, you are correct in that the induction will present challanges, however we do feel the effort to be worth it after evaluating all the other options to date.

At this time we are looking at providing this product to the professional motor builders to insure the product is installed and managed to the highest standards possible. This will help ensure that any problems that might be encountered can be solved properly. S&P Fabrication can not quote or estimate what these shops will charge for installation and modification to existing motors. We will be able to post the kit cost to the pro shops after the first motor runs corectly and only then. What I can say is that the casting will be superior in material structure and operational envelope to what is currenly available and manufactured to the highest standards possible.

Best Regards
Linda Lindsay
Shrimp and Peas Fabrication
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Old April 8th, 2010, 10:07 PM   #4
quartzracer
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Paddy, did that answer all your questions
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Old April 8th, 2010, 11:25 PM   #5
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Quote:
Originally Posted by quartzracer View Post
Paddy, did that answer all your questions
If the thread wasn't a week late, I'd say it was a great April Fools joke...

Or maybe they are just a week late.

And for those of you who haven't noticed, the engine in the photo is a Cosworth BDJ, which IIRC, was an 1100cc engine. It's not a Toyota 4AGE, which the OP acknowledges is vaporware at this point.

Also, that claim that there have been "3 articles in Race Engine Technology magazine about this design" needs verification. I just looked over the past dozen issues and see it mentioned only once, where is has reached 120 hp/liter...or about 190 hp from 1600cc. This is hardly revolutionary ground. Conventional 1600cc BD's have been making at least 150 hp/liter for 20+ years.

We've read the sales pitch a couple of times now, Shelton, why not just answer the man's questions?
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Old April 9th, 2010, 12:00 PM   #6
kala
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Stan

we do note:

<Here is a project that we have been looking at bringing on line, this photo is the buck motor a FORD BDA, this technology will be redesigned and cast as a aftermarket 4 AGE head.>

There are 3 articles written for Race Engine Technology on Dual Swirl Porting. Perhaps if you were to read them the "vapor" might disapate. You are correct in that a 4 AGE head has not run yet, it is currently in the drafting stage, I am not trying to mislead anyone about this project so let's put that to rest. The motor in the picture has run as an 1100, a 1600, and a 2L. The design concept that initiated John Stow to try this was for a "Green motor" he just happened to know BDJ, BDA, BD???, engins and chose those for the test mules, the initial success of those early tests is what spawned S&P's interest.

As for answering Paddy we really don't have anything to add, the cost is TBD, the HP is also TBD. This is a poject that could end up on a shelf, we don't expect that to happen, we think it is a good idea, we are moving forward in an open attempt to bring a high quality aftermarket head on line for current 4 AGE users. Not every one will want to go this way, we hope if successful some members will embrace it.

Best Regards
Shelton
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Old April 11th, 2010, 10:22 PM   #7
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For more information, see Race Engine Technology March/April 2006 for project development, June 2006 for initial test in 1100cc format, Sept/Oct 2007 for test of 1600 cc version.

The more recent RET article referred to just above was a test of a "street" 2.0L version with the original road-going cams (circa late 60's) installed. Recorded performance values: Specific hp went from 75 hp/L of original to 121 hp/L, however, CR was raised from 11:1 to 12:1. Valve area to displacement was exactly as the original stock engine. Torque: 183 ft/lbs. Dual Swirl engine in this form will accept continuous full load/full throttle @ 1600 RPM. Intake cam 214 degrees@ .05" lift, Exhaust 206 degrees@ .05" lift. Total lift: .335". Testing conducted by Ted Wenz at MWE.
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Old July 28th, 2011, 7:28 PM   #8
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what ever came of this? does anyone know?
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Old August 1st, 2011, 8:26 AM   #9
kala
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Yes I know the status of this project, Life has gotten in the way, John has opened a new facility and been swampped. This project is still in drafting as a Toyota 4AGE, finished and working as a BDA. Read Race Engine Technology on the BDA it is awsome.
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