FTO AUSTRALIA

As you guys know we are doing the build on MadFTO's vehicle.

Since he has been talking about it on the forums I thought I woudl update it with some more information and updates with photos.

Quite excited about the project myself to be honest, its nice to be building something so out there.

Planned work

* Cylinder head porting (Extreme)
* Custom camshaft profile - low rpm very close to factory, say 1/2 size larger, high rpm with a variation of the JUN Type 2 profile used on the 4G92 Mivec engines.
* Manley stainless steel 1mm oversize valves
* Manley Valve springs to cope with the punishment they are going to get
* Vernier Camshaft gears
* Custom forged super lightweight forged pistons with approx 14 : 1 compression (Thats the plan), going to be fitted with very thin and low pressure rings to reduce drag on engine
* HPC Coating of the piston crowns and silicon treating of the piston skirts. Reduces heat soak and detonation, decreases engine loading from the piston skirt coatings.
* Custom forged conrods specially lightened without reducing strength
* Modified intake manifold with removal of the duel runner system, fitted with a Twin 52mm Edelbrook throttle body, internal ram tubes and increased plenum chamber volume
* Haltech Sports 2000 custom plug and play package
* Fuel Flex Sender unit for E85 conversion
* Fuel pump upgrade - Walbro 255 unit
* Probably more to come, will update on the engine as we proceed with it.

Work completed to date

* Cylinder heads 90% ported and polished
* Intake Manifold 90% completed - check updated photos below
* Haltech plug and play harness completed and tested

Check our facebook page as well for updates and feel free to add your thoughts.

Looking pretty nice.
What is the purpose of this FTO?

And have the runners been shortened at all on the manifold?

Runner lengths have been made slightly longer (By the time you add the slight extra length of the internal ram tubes) of the original short runner length on a stock manifold.

The longer the length, the more torque you can create. But the actual inlet size going into each runner, is now larger as we are not restricted like the stock manifold.

It was a balancing point of trying to retain midrange torque as well as of course, upper rpm power levels. Only other option would have been to go to individual ITB system but in my opinion, becomes too difficult to tune and loses all driveability on the street.

As for the purpose of the vehicle, I believe it is intended as a pure circuit / targa racing vehicle but remaining in the under 2.0 class.

Awesome

This sounds like it's going to be awesome!

Heh. I was going to do an update but mitsiman saved me the work.

Purpose, long term, is a track car. I've let Dave go to town on my rebuild within my given budget, had multiple options but wanted to see what could be done staying within the 2ltr class.

Personally, I've got a bit to do on the race craft side, only really dabbled, done some driver training and race craft days in the past

So here's to jumping into the deep end, going to be a hell of a ride for me

Do you reckon any of this will be good R&D for us guys who aren't going quite so all out?

I think there would be things we learn along the way that will help the community in general.

We'll be pushing the envelope so we'll find out how much can be done to extract power out of the 6a12.

As to fabrication of bolt on products, I guess that's up to RPW and the community.

I'm also interested to see what can be done with E85, so there might be an avenue there that can be pursued as well. That's though won't be beneficial to people unless they're doing some significant work to accommodate for it.

Yeah. I guess most of us are after gains that don't also involve engine management. I'm guessing the camshafts are still going to be really expensive?

Yeah, though I've never paid for a custom grind on any other motor so I don't really have a comparison. Just an assumption due to the extra lobes that come with MIVEC.

I'd had put off engine work for years (I've had my FTO since '99, built in '97). Motor needed a rebuild after 16 odd years of service) so here I am.

So it's been quite some time since this thread has been updated so time for some photos.

Dave has gotten to the point where short block can be reassembled.

Here's a link to my album with pics of the pistons & conrods ready to be assembled, the heads chilling out off to the side and a few images of the block after the cylinders were cleaned up.
https://goo.gl/photos/x9cngz6Ko3TqyEox9

Enjoy, hopefully will have more updates in a couple of weeks, if not sooner.

Oh wow you've had yours for ages!
And that's a clean looking engine!

Great photos I have uploaded some to our facebook page.

Looks even better now with the crankshaft fitted and some pistons in. These pistons really stick out the block and catch your eye.

Should be assembled with heads by Wednesday next week with luck.

Another photo visit means another album: https://goo.gl/photos/roH83Jope7yimbxG8

The short block has been assembled with the lower heads.
We're just waiting on the camshafts to arrive to finish the build.

So close, I can smell it =P

Looking good!

Very nice. Any ETA?

This tempts me to go out and buy a 6A13 engine and start porting and polishing before I chuck it in haha

Heh

cams came in last Friday so shouldn't be much longer before I have to break in the engine.
It's going to be a long thousand kms.

Who's making the cams?
And how much different are they to OEM specs?

Visited yesterday, only got a handful of photos this time as there isn't much new to report.

https://goo.gl/photos/Yoh3EqdizhQNKsaR6

- A shot of the lower bank assembled with rocker arms, can see where the magic of MIVEC happens.
- A shot of parts for the other bank with the new cams in the background.
- A closer shot of the new cams
- Finally a shot of the old cams

Re: the cams themselves.
RPW organised the cams and they are a custom grind from billet.
If you're after who specifically did the grinds, I don't think they'll release this information on a public forum.

To the actual specs, we're using a JUN Type 2 profile for the 4g92 MIVEC.
He mentioned a variation above, but after speaking with him yesterday, I believe we're just using Type 2 spec as is.
He'll correct me if I'm wrong.

A link to the 4G92 camshaft specs:
http://www.junauto.co.jp/products/camshaft/4g92.en.html

A link to RPW's camshaft spec XLSX (has the OEM lift and duration, just make sure you select the 6A12 tab):
http://www.rpw.com.au/Products/Engine%2 ... 0File.xlsx