Project step 2.5 - Toyota Carib, 1.6 L, 1988
For 2 days, two engines were scattered: FEshka and GEshka.
Comparative analysis of the blocks is carried out.
In general, the blocks are almost identical, with the exception of a few stiffeners, holes and a couple of "lugs". There is also a hole for the sensor in the cooling system on the back wall of the block (there is a platform for it on the FE), and another geometric shape of the lower plane for the crankcase.
Carters are interchangeable. The GE head fits without any problems, the mating surfaces and holes all match, even the gaskets look one-to-one.
Then the blocks were washed (on all units there is a m thick layer of oil dust and dirt)
And they went to the "little factory", where the nozzles located under the pistons will be cut into the FE block, or rather into its oil system.
The only disappointment is that the FE has a fairly large cylinder output, it seems that it will have to be bored to the oversize and honed. Although, an internal gauge has not yet been checked, it may be within normal limits. I hope ...
Well, just shit pictures (I sold my DSLR nakuya) with comments.
So he was =)
Four throttle valves =) Steep!
VVT coupling
Under the valve cover. Alas, there is a lot of varnish-like soot, but everything is normal, but it is necessary to disassemble, check more carefully.
But from this I just trudge! 5 valves per cylinder! Beauty is unreal for me +)
The engine is with a broken car, and therefore the oil intake is dented, as is the crankcase, of course. As I was told when buying, the engine threshed for a while, there was a risk of oil starvation. But it seems to have worked out. The GE block is in good condition, the hone is visible on the cylinder walls, the output is minimal. But since there are no documents for the engine, it will apparently go to the base under the glass table =)
Apparently at rpm under 8 thousand, a simple oil mist is not enough here. Plus, I think it's also forced cooling of the pistons.
5 valves per cylinder, WOW! I see it for the first time, but I heard it many times!
the oil should be changed more often so that there is no varnishing.
and by the way, what is the show-off of oil injectors? Isn't that place washed away by the scattering of oil from below the crankshaft?
You have written:
"... In general, the blocks are almost identical, with the exception of a few stiffeners, holes and a couple of" tides ". There is also a hole for the sensor in the cooling system on the back wall of the block (there is a platform for it on the FE) ..."
The error is that this sensor is not a cooling system, but a knock sensor!
I have been writing for a long time, not yet understanding it properly. Of course, under the detonation. Do not pay attention to some inaccuracies in the text due to sometimes lack of experience and knowledge at that time. It's too lazy to edit ancient texts.
There are not many options. 7A-FE. Ideal with mechanics. If the machine is, the parish will not be big at all. You can try to throw in there
with him a modern machine gun from the same 115th. But to be honest, I think all this is pointless. The costs are still large in terms of money, but there is no income.
Thank you very much for the answer!
And what is the best way to proceed? It's just that I am extremely depressed by the dynamics of acceleration on 4g-fe ... I have no plans to make a race out of the Caribbean, but I would like the car to go faster, so that on the track you can easily overtake, etc.
What can be put there with minimal alterations?
Not certainly in that way. First, leaving this ancient machine gun on a high-speed, low-volume motor is a mistake. Even with a manual transmission, this car doesn't get fast. Still, such a motor needs its own gear ratios, selected taking into account the all-wheel drive scheme. The machine is even worse with this. And the second thing. The flywheel for FE has six bolts. GE has 8. On mechanics, this is solved by installing a flywheel from the GZE motor on the E58 box, and on the machine you will have to chemistry with the selection or alteration of the standard one.