car [Projekt EightSix #07]

What’s good fellow JTuned readers? Apologies for the lack of updates with Projekt EightSix, but the wait is finally over. The last time we checked in, our little hatchback was fresh from the body shop and a newly built engine had replaced the aging stock unit. Some of you wondered about the reasons behind this hybrid 4AG build, but read further and you’ll see exactly why we chose this path. With the paint, body, suspension and engine rebuild under wraps, our goal of reaching 200 whp was put to the test. There are limitless engine options readily available for customers with deep pockets — staying naturally aspirated, going turbo, swapping in a 4AG-ZE or 20-valve, SR20DET, F20C, etc.

There are pros and cons to any decision and true hachi roku enthusiasts may feel that staying naturally aspirated keeps the soul of the car intact. I agree wholeheartedly but turbocharging a vehicle that isn’t meant to be turbocharged isn’t the easiest route to take either. At first, I really wanted to go with the venerable 20-valve, but after speaking to others who have done this swap, I realized it isn’t as easy as it sounds. A new harness must be made and water lines must be relocated. Finding a way around the distributor and the back firewall, searching for performance upgrades or OEM replacement parts can become a project unto itself.
While weighing the options, I started calculating the engine build and saw much more potential in turbocharging the 4AG. Luckily for me, I have some awesome friends and co-workers who helped make my boost dreams come true. By adding a snail, I could leave my firewall intact, eliminate the need to hack up a harness and would gain much more power per dollar. Additionally, locating any turbo parts could be done at the drop of a hat and I still retained the original engine that came with the vehicle.

So while the car was being painted, my engine builder put together a strengthened bottom end that could sustain the abuse of forced induction. We swapped in an AE101 block I had lying around from when I was contemplating going the N/A route. Also, AE101 cranks are supposedly much lighter and the oil system in the newer blocks are improved from the previous generations. The feathery crank was mated to some beefy 4AG-ZE rods and capped with forged lower compression JE pistons. This setup can easily handle the 200 whp goal we were after. To keep this a budget build, I traded my set of AE101 individual throttle bodies to another Club4AG member for the rods and pistons.
With the block being cleaned, honed and stuffed, I decided to install a set of HKS 264 degree intake and 256 exhaust camshafts, along with matching HKS valve springs in the 16-valve head. An HKS metal headgasket sits between the bottom and top end and some uber rare HKS valve covers finishes the package. My co-worker located one of the very last clear acrylic timing belt covers from Japan that I copped without hesitation. One thing I learned about limited parts is that you’ll kick yourself in the ass if you sleep on them. If you find something you think you might use in the future, it’s better for you to pick it up when you can, because it may not be available later when you really want it. Don’t sleep people!

With the engine completely rebuilt, it was swapped in after the car left the paint shop. During the break in period. I noticed the vehicle felt much healthier than before, even with the lower compression pistons . I was very happy with the car's performance and wasn’t in any rush to turbo it. This is another reason (besides money) that this update has taken so long.
After a week, I drained the fluids and filled her up with some synthetic blends. As time went by, I began accumulating parts for my turbo kit. I came across an HKS GT2510 ball bearing turbo from a good friend and picked up the matching HKS cast turbo manifold. Because this manifold was designed for RHD cars, the top mount comes mighty close to the brake master cylinder. To help with clearance, Cusco engine and tranny mounts were used to not only stiffen things up but to also lower the engine another 20mm. An HKS S14/15 intercooler core was purchased with end tanks already installed, which made the mock-up even easier. An HKS SSQV BOV can be seen peering out of the left side of the J-Blood front bumper and a 200mm HKS Super Mega Flow intake can be found on the opposite side. The intake was positioned where it is or obvious reasons, but the BOV was mounted outside the bay because I really like the intake pipe leading to the throttle body to be as clean and uncluttered as possible (special shout out to E-Lo for this). Also, the SSQV screams like a banshee firing outward.

With the additional air flow, a set of HKS 550cc injectors were installed and the pinnacle of aftermarket fuel management was wired in to handle proper air/fuel ratios. It is a rare sight to see an AE86 running an HKS F-Con V Pro, but over the years, I’ve learned to do things right the first time. Tuner extraordinaire Jon Kuroyama handled all the tuning duties and was able to muster 198 whp at 1.1 bar. Not too shabby for a car that ran a baseline of 107 whp.
So how does she feel? The term “bat out of hell” must have been first used as a reference to this rocket. This thing fucking flies and even that is an understatement. Owning a turbocharged B16 Civic was fun, but this 20-year-old classic simply takes the cake. Never have I found such great balance and liveliness in any other vehicle. The Corolla handles like it’s on rails and has the power to snap egos in a second. Never in my wildest dreams have I thought that this vehicle could perform the way it does. In my eyes, this is one of the most well rounded street cars that I’ve ever owned — and I’m not just saying that. The grins on the faces of my friends as they return from joyrides around the block verify my statement.

So what’s next for this beast? I’m trying to increase the power-to-weight ratio and thanks to the guys at Seibon, I have just installed a set of their sick carbon fiber doors. These things weigh next to nothing, are absolutely gorgeous and fit like a charm. Not only do they save more than 30 lbs, but the carbon weave contrasts with the white body in a very menacing way. I’m a bit worried about side impacts and accidents because she is still street driven, so I will be installing a cage and door protectors in the near future. A set of black 14” TE37s now adorn each corner and also brings rotating mass down by a huge margin over the Dori Doris. Not only do the doors, hood, and wheels cut a substantial amount of weight from this already lean ride, but it also gives a sinister look to this timeless classic. We passed the point of no return long ago and we will attempt to take this raging machine out on the track sometime to enjoy the fruits of our labor. We don’t believe in trailer queens here at JTuned. Check back again soon for updates on how fun it is to blow your life savings.