4AGZE- BDA similarities.
Discussion
I have been perusing various books and had my eye on my mates old TVR Vixen which currently runs a Crossflow. It would be a nice upgrade to whack a BDA in it but they are hugely expensive. I heard somewhere that the Toyota 4AGZE is a "BDA with metric fasteners", is this the case or a figure of speech? What are the similarities?
I'm more curious about the above, rather than "What engine to whack in the tiv" (which would probably be an alloy V8.
I'm more curious about the above, rather than "What engine to whack in the tiv" (which would probably be an alloy V8.
I've got a 4AGE in my kit car.
Probably fair to say it's a very similar engine to the BDA. Originally had the same bore and stroke, valve sizes and very similar head design.
I'm using a Ford Type 9 gearbox (same as the Vixen I think?) and bought an alloy bellhousing from RAW to connect the two. It's suspiciously similar to the Ford RS2000 bellhousing but with metric threads, I can't say for sure if they are in fact the same though.
I've got the later and more powerful 20v version, comes with ITBs as standard
The AGZE is actually the supercharged model, about the same power as the 20v as standard (Toyota claim more for the 20v, but they were lying) but less revvy and you need to make space for an intercooler somewhere... Aftermarket supercharger pulley can easily liberate some more power from the ZE though 
Probably fair to say it's a very similar engine to the BDA. Originally had the same bore and stroke, valve sizes and very similar head design.
I'm using a Ford Type 9 gearbox (same as the Vixen I think?) and bought an alloy bellhousing from RAW to connect the two. It's suspiciously similar to the Ford RS2000 bellhousing but with metric threads, I can't say for sure if they are in fact the same though.
I've got the later and more powerful 20v version, comes with ITBs as standard
The AGZE is actually the supercharged model, about the same power as the 20v as standard (Toyota claim more for the 20v, but they were lying) but less revvy and you need to make space for an intercooler somewhere... Aftermarket supercharger pulley can easily liberate some more power from the ZE though Edited by FlatPack on Thursday 30th August 12:55
There are a lot of similarities but also a number of differences.
However, give a 4age to a BDA engine builder and you will get roughly the same horsepower.
For example my race 4age is built to BDD (BDA Formula Atlantic) spec but with throttle bodies. The BDD made 210BHP, mine made 218BHP.
I say MADE because I blew it to smithereens at Snetterton and am now rebuilding it as a 1700.
However, give a 4age to a BDA engine builder and you will get roughly the same horsepower.
For example my race 4age is built to BDD (BDA Formula Atlantic) spec but with throttle bodies. The BDD made 210BHP, mine made 218BHP.
I say MADE because I blew it to smithereens at Snetterton and am now rebuilding it as a 1700.
The later blocks are identical externally apart from some extra strengthening ribs.
The later later ones also had oil squirters for piston cooling.
The later heads had some differences externally, but nothing that can't be got round.
For info there are three main head types.
Large port (early)
Small port (later)
Five valve (Not in the UK)
For a road/track day car the five valve is the best, followed by small port.
For an out and out race car the large port is the best.
Some people will say that the five valve is massively superior to the four valvers. This is being less that economical with the truth. As well as increased valve area the five valver also had independant throttle bodies, higher lift longer duration cams and higher compression so it really isn't a valid comparison if you are planning to modify the engine anyway.
Oh yeah, and the later engines had bigger big and little ends.
The later later ones also had oil squirters for piston cooling.
The later heads had some differences externally, but nothing that can't be got round.
For info there are three main head types.
Large port (early)
Small port (later)
Five valve (Not in the UK)
For a road/track day car the five valve is the best, followed by small port.
For an out and out race car the large port is the best.
Some people will say that the five valve is massively superior to the four valvers. This is being less that economical with the truth. As well as increased valve area the five valver also had independant throttle bodies, higher lift longer duration cams and higher compression so it really isn't a valid comparison if you are planning to modify the engine anyway.
Oh yeah, and the later engines had bigger big and little ends.
Gassing Station | Engines & Drivetrain | Top of Page | What's New | My Stuff