ATLANTIC Archives - Club4AG https://club4ag.com Toyota Sports Automobile Enthusiasts Sat, 19 Jan 2019 01:01:54 +0000 en-US hourly 1 https://wordpress.org/?v=6.2.5 Is this the end of the 4A-GE? 4AG and Hasselgren Engineering https://club4ag.com/is-this-the-end-of-the-4a-g-4ag-and-hasselgren-engineering/ https://club4ag.com/is-this-the-end-of-the-4a-g-4ag-and-hasselgren-engineering/#comments Fri, 18 Jan 2019 17:38:28 +0000 https://club4ag.com/?p=8492 Is this the end of the 4A-G?   The last 16 valve 4A-G was produced in 1993; the last 20 valve in 2002.  Moreover, the last of the ‘A’ series engines, 7A-F, was produced in 2002.  Even Toyota (TRD) has dropped its technical association with North American’s Championship Automobile Racing Teams (CART) and no longer supports the Toyota Formula Atlantic Championship series.  The hand writing is/was on the wall.  TRD Formula Atlantic parts are no longer readily procurable from the original source, TRD North America.  For the last two years, 2005 thru 2006, Toyota simply gave up and awarded the […]

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The last 16 valve 4A-G was produced in 1993; the last 20 valve in 2002.  Moreover, the last of the ‘A’ series engines, 7A-F, was produced in 2002.  Even Toyota (TRD) has dropped its technical association with North American’s Championship Automobile Racing Teams (CART) and no longer supports the Toyota Formula Atlantic Championship series.  The hand writing is/was on the wall.  TRD Formula Atlantic parts are no longer readily procurable from the original source, TRD North America.  For the last two years, 2005 thru 2006, Toyota simply gave up and awarded the Toyota Formula Atlantic engine contract to Hasselgren Engineering.  So great was his dominance, no other engine producer could compete.  And in my opinion, even TRD would not, nor could they, compete as an engine supplier or race engineering service.  A change in Toyota’s (North America) corporate direction had Toyota abandon its support of the “G” type, “Sport engines”, and the entry level professional driving series.

 

On April 9, 2007, this author had the privilege of talking to Paul Hasselgren of Hasselgren Engineering Inc.  He has been in the race engine business for many, many years.  He started in the ‘70s on Formula Fords and moved on to the Atlantic engines in 1989.  And for those new to the 4A-G engine and do not know who he is, all I can say is, he is arguably the greatest 4A-G engine builder ever.  He has won more engine supplier titles using Toyota’s 4A-G and is associated with more SCCA Atlantic and Group 3 wins with his engines than anyone else.  The durability, 1,100 plus miles between overhauls, and power from his naturally aspirated 4A-G engines speak for themselves.

 

Now that TRD (North America) has left him and support of the 4A-G to move on to Midget racing and push rod NASCAR engines, is this the end of the 4A-G?  Paul sees parallels with the Cosworth BDA, which once dominated the Atlantic series and then became obsolete.  Even with a combustion head designed from their famous DFV V8 engines, parts are no longer available.  The Cosworth BDA, as many of their parts, are now categorized as historic and are collectable.  The iron blocks from South African, forklifts have long since dried up.  BDA engines are “restored” and no longer “developed” for racing.  However, it is interesting to note that by installing the latest engine management system and Hasselgren’s latest inlet injectors, this engine could be competitive again.  The trouble is there are no parts and no one willing to finance such an endeavor and push its envelope.

 

Such is the fate of the 4A-G Atlantic engine?  A new, ready to race and challenge all comers, naturally aspirated, 4A-G motor will cost in the neighborhood of $53K.   This engine is said to have +250hp and +130ft-lb torque.  Torque comes on around 5,500 and flattens out at 7,500 RPM.  Horsepower tops off above 10,000.  It is the last development derived from rules and parts meant to keep cost down and development to a minimum.

 

What the Toyota Atlantic series did do for the 4A-G, through Hasselgren Eng, was to optimize performance within the rules and within the limitations of the TRD parts.  The TRD billet crankshafts (from SUN or SCAT) have a fundamental out of balance that was corrected by “adding weight” to the #3 counter weight journal.  Lubrication to the valve train is critically limited, and special DLC (diamond like carbon) coatings are necessary on the followers and other parts of the valve train.  Titanium valves are necessary to run over 12,000rpms.  The TRD pistons have to be coated for friction reductions and thermal protection.  Anodize in the ring groove is required to increase longevity and prevent micro welding.  Special small orifice oil squirters are necessary to lubricate the cylinder walls.  The TRD dry sump pan along with the TRD main and rod bearings are a big source of power limitation.  Even the stock water pump robs about 14hps and is not optimized to effectively or efficiently conduct heat into the cooling system.

 

Is there more power in the 4A-G?  Paul seems to think so, if not limited by TRD parts and the customer’s budget.  But where is the incentive?  Toyota has no more marketing interest.  The 4A-G was not produced to be a race engine, and outside of the Hasselgren’s modifications for the Toyota Formula Atlantic series, the 4A-G design is limited in many ways.  Nevertheless, individuals and race teams can readily buy one (or more) of his 4A-G engines and be a class above anything else within 1800 to 1600cc’s, and if he did come up with the next and last 4A-G development it would soon be outlawed and banned.  Sanctioning bodies mandate fair competition and a 4A-G Hasselgren motor as it stands now is almost unfair.

 

His engines (its power) have made Swift Engineering force Hewland to redesign their gearbox to be able to handle the Atlantic 4A-G’s torque.  Something that was adequate for the Cosworth BDA in its time.  In addition, his engines effectively turned the Toyota Formula Atlantic series into a ‘sole source supplier’, spec., series for the last two years, where if you wanted to be competitive you had to have a Hasselgren motor.

 

The last question is, will Formula D, drifting, be able to or even want to support a twenty plus year old car and a small engine package?  Or can the club racer afford the last 4A-G development.  Hasselgren has what looks to be the last supply of TRD Atlantic camshafts, and Hasselgren is the only one with this level of hands on “go fast” knowledge that has even the remotest possibility to go up against large bore, large displacement V8s and V10s.

 

Other Notes from our meeting:

  • Hasselgren machines all of their parts, e.g., front covers (replaces oil pump) and fuel rails (direct mouth, inlet, injection)
  • Hasselgren uses Bosch injection
  • Blocks are Honed and line bored Hot (at expected operating temperature)
  • Hasselgren specializes in building and developing complete race engines.  Individual parts are not “normally” taken in.
  • Currently there are 14 employees, a couple of engineers, a couple of machinist, and a couple of assemblers, etc.
  • Hasselgren developed their own oil squirters for the 4A-G.   The U.S. GZ block comes without squirters.
  • The 12.7:1 compression ratio mandated by the Toyota Atlantic “rules” limited performance, ~15:1 could be achieved.
  • There were several TRD parts that were identified as performance limiters:
    • The individual port aluminum Intake manifold.
    • The stock water pump
    • The dry sump pan
    • And depending which piston mfg. was used by TRD, it was performance limiting.  Coatings had to be used.
  • Hasselgren saved/shaved 15lbs from the 4A-G Atlantic engine when Champ Car went to the 014 Swift chassis from the 008 Swift chassis.
  • There are no coating on inner or outer valve springs (Eibach)
  • Higher RPMs are limited by the valve train weight.  Hasselgren is using Titanium valves.
  • Hasselgren’s Atlantic engines have been optimized around the TRD Atlantic Cam profile.  The intake runners and exhaust pipe lengths are set around the tuning of these camshafts.
  • Engine seals are OEM Toyota.  They are able to maintain 10 ~ 14 inches of vacuum.  Further development was not pursued.
  • Timing belts are after market, high strength, H-NBR, full curvilinear teeth
  • Small port heads are “better” (tuned – breathing) at higher RPMS, above 10,000rpms
  • Large port head are “better” (tuned – breathing) at lower RPMS, below 10,000rpms
  • Hasselgren “straps” the main bearing caps to the engine block’s skirt.  #2 and #4 mains are tied together to add greater stiffness and prevent the crank from breaking at the #3 journal.
  • Oil passages in both the head and block are not modified.
  • Any modifications to the race engine or to any drive train component, no matter how small, has to be considered as an effect to the total system and could be detrimental to something else not considered.

Please note, attempts have been made to allow Hasselgren Engineering to clarify and/or correct the conversation as I have remembered it.  There has been no response.  Information for this article is for your entertainment and its accuracy is a subject for further review.

 

Within a few blocks of the Pyramid Brewery and down the street from the railroad tracks, almost invisible, is Hasselgren Engineering.  It is low key.  The Hasselgren sign is easily hidden by small trucks parked in front.  Paul Hasselgren shares his facilities with a well-known Alfa Romeo parts supplier.  Inside it is stuffed full “go-fasts” goodies, and is a ‘Gear Head’s’ dream shop.  A look inside can be found on www.hasselgren.com.

Article by Richard White, an avid Toyota fan, and a very respected engineer of a long career in key aerospace industry.

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]]> https://club4ag.com/is-this-the-end-of-the-4a-g-4ag-and-hasselgren-engineering/feed/ 1 BUD’S HASSELGREN AE86 https://club4ag.com/limelight-buds-hasselgren-ae86-contributed-blog/ Sun, 05 Jul 2015 09:18:00 +0000 http://club4ag.com/?p=4968 Contributed Blog Entry from Auto-Lifers at the following website: Bud's Hasselgren Atlantic 4A-GE AE86 Corolla BUD’S HASSELGREN AE86 Rhett D'Andrade January 18, 2015 LIMELIGHT Since I was a little boy I have been immersed in the Motorsport culture here in Barbados.For those that don’t know, Barbados is a small island nestled in Lesser Antilles of the Caribbean and boy does it love some good motorsport. Rally is the dominant motorsport on the island and there has been no shortage of great machinery and talent coming out of the island over the years.The car above belongs to one of the many […]

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Contributed Blog Entry from Auto-Lifers at the following website:
Bud's Hasselgren Atlantic 4A-GE AE86 Corolla

Ae86_hasselgren_rally_barbados1.jpgSince I was a little boy I have been immersed in the Motorsport culture here in Barbados.For those that don’t know, Barbados is a small island nestled in Lesser Antilles of the Caribbean and boy does it love some good motorsport. Rally is the dominant motorsport on the island and there has been no shortage of great machinery and talent coming out of the island over the years.Ae86_hasselgren_rally_barbados2.jpgThe car above belongs to one of the many competitors on the island Brendon McKenzie or best known as “Bud”. Like most rally guys Bud leaves his brain at home when the helmet goes on but ironically he is a very calm dude and always lends a hand to a fellow rallyist.Ae86_hasselgren_rally_barbados18.jpgIn the islands, rallying is made up predominately of tarmac stages very similar to Irish tarmac rally but with its own spin. As you can see the ride height on this Corolla isn’t your typical ’86 drifter, this car is intended for hard usage and wont stray away from a pothole or big jump. In usual rally car fashion it is function over form, there is no fancy body kit here just some big flares that serve there purpose and a fun livery to keep the sponsors happy.Ae86_hasselgren_rally_barbados5.jpgThe car runs in a group called M6 almost identical to the UK A6 group which keeps the car very true to its roots running a 1600cc motor, but that’s where the similarities stop. The group allows for homoloagated Super1600 cars to compete and if you know rallying, beating a Super1600 Clio or C2 is no small feat.

Ae86_hasselgren_rally_barbados8.jpgWith that in mind a simple well built 4AGE would not suffice. For anyone who is into 4AGEs or AE86s the simple lettering on the 20v cam cover should ring a bell. Hasselgren engineering for those who don’t know supplied engines for the Toyota Formula Atlantic Series. Dry sumped 1600cc 4AGEs cranking out 250bhp at 11,000rpms.

Ae86_hasselgren_rally_barbados9.jpgHowever, Bud will tell you his motor is the “Baby Gren” designed specifically for the M6 group, which doesn’t allow for a dry sump system or over-sized valves. This keeps the engine at a limited 215bhp at 9,000rpm controlled by a Vipec ECU. Hasselgren motors are the pinnacle of 4AGE engines, icons of AE86 enthusiasts. It’s amazing to know this is just one of 5 in the island, but more on those later.

Ae86_hasselgren_rally_barbados12.jpgTRD Formula Atlantic ITBs help the motor breathe and those carbon fiber stacks only make you wonder how good this motor sounds. Those three letters located on the fuel rail are never far when dealing with a high performance Toyota.

Ae86_hasselgren_rally_barbados10.jpgA JSP Formula Atlantic header deals with the exhaust side of the motor, a pity it’s wrapped but anything to keep engine bay temps down and not fry your navigator.

Ae86_hasselgren_rally_barbados15.jpgThe motor is fueled by VP 109 carried by a Group 4 fab Mk2 style fuel cell

Ae86_hasselgren_rally_barbados14.jpgA Holley red fuel pump distributes the VP 109 to the engine in tandem with an external swirl pot.

Ae86_hasselgren_rally_barbados20.jpgOne big problem most 4AGE users will come to at some point is the dreaded fragile T50 gearbox. As this is a car that was going to be beaten on Bud wanted something far more fast and reliable. For most avid rallyist this gear knob is easily identifiable. The box Bud opted for was a 6 speed Sadev sequential.

Ae86_hasselgren_rally_barbados22.jpgThe gearbox is superb and with flat shift controlled by the Vipec ECU there is barely an RPM drop between gears. Typically the interior is spartan with a flocked dash and an array of gauges and switches for Bud to monitor including a Geartronics display.

Ae86_hasselgren_rally_barbados31.jpgAe86_hasselgren_rally_barbados29.jpgNothing out of the ordinary here. Two well used OMP seats, obviously many hours have been spent strapped into the Sparco harnesses and certainly not the coolest place to be on a tropical island.

Ae86_hasselgren_rally_barbados30.jpgA Sparco racing wheel finds its spot at home and something most AE86 owners will be jealous of is electric power steering from an Opel Corsa. Barbados’s country roads can at times be barely fit for a well lifted truck so to see the Sparco seat cushions is no surprise. Also to be notice is the Group 4 fab adjustable pedal box.

Ae86_hasselgren_rally_barbados4.jpgPutting 212bhp to the ground doesn’t sound too hard but considering the standard rear end was only designed for 130bhp at best something different was certainly needed. This AE86 runs a built rear end from Weir Performance in California utilizing the same AE86 housing with 30mm axles and spool, and a 5.3 ratio ring and pinion.

Ae86_hasselgren_rally_barbados17.jpgMaking contact to the road is a miss matched set of 13″ by 7″ Compomotive rims wrapped in Hankook rally tires. To all the people thinking why the mismatched rims remember this is no trailer queen. Good rubber is only part of the equation, helping keep the tire contacted to the road is a pair of Bilstien fully adjustable coilovers upfront and AVO double adjustable coilovers in the rear.

Ae86_hasselgren_rally_barbados28.jpg
Ae86_hasselgren_rally_barbados27.jpgGetting the car to a halt is done by a pair of Wilwood four pot calipers in the front and two pots in the rear. More than adequate given the car only weighs 960kg.

Ae86_hasselgren_rally_barbados26.jpg

Ae86_hasselgren_rally_barbados25.jpgThe usual safety equipment is on-board including 2 fire extinguishers mounted on the diagonal cross members, and just behind the passenger seat is the extra small Odyssey battery.

Ae86_hasselgren_rally_barbados32.jpgThe bright yellow lever located in the passenger side foot well is actually the valve to an Accusump system stored behind the driver and passenger seat which stores pressurized oil in the event that the engine were to suddenly lose oil. This system also allows you to pre-lubricate the engine before start up. It’s a very good system to help insure the safety of a high strung motor especially without the use of a dry sump system.

Ae86_hasselgren_rally_barbados13.jpgThat flag looks odd doesn’t it?! Well in case you were wondering Brendon is a born Canadian that moved to the island as a kid, so he rocks the half maple leaf half trident flag.

Ae86_hasselgren_rally_barbados7.jpgThe class Bud is in has been dominated by another local driver for the past few years. But the 2014 season saw a good shake up with three drivers battling for points including Bud making it a super competitive and fun group to watch.

Ae86_hasselgren_rally_barbados11.jpgOverall the car is a seriously competitive package and Bud doesn’t fail to entertain the crowd so if you get a chance check out MCK Motorsport Facebook page for videos or a simple search in YouTube should suffice.

Ae86_hasselgren_rally_barbados16.jpg
Ae86_hasselgren_rally_barbados23.jpgAs the shoot was wrapping up being that it was my first time shooting a car the only thing I could think about is if there was any thing I had missed or could I have done something better. Well all I can say is nothing takes your mind off something like riding in the hot seat of a rally car. Even though this was not my first time riding shotgun with Brendan nothing prepares you for a violent 1600, the sequential is silky smooth but the motor just sounds like it wants to attack something. Gears go by in milliseconds and everything is loud and unhinged. It was just a short drive back to his garage but none the less you always get out a car like that with a big grin, if you don’t your probably dead inside.

Ae86_hasselgren_rally_barbados3.jpgThanks goes out to Brendon for bringing the car out in the scorching Bajan heat and look out for more content from Barbados in the future.

Words & Photos: Rhett D’Andrade

Spec

 

  • Make
    • Toyota
  • Model
    • Ae86 Levin Coupe
  • Engine
    • Hasselgren “Baby gren” 1600c 4age 20v
    • Carillo Rods
    • Cp pistons
    • Atlantic Crank
    • Formula Atlantic ITBs
    • Toda cam Gears
    • Toda timing belt
    • JSP FA header
    • Vipec Ecu
    • Drivetrain
    • Tilton single disc clutch & pressure plate
    • Sadev 6 speed sequential scl82 with Flat shift
    • Cbradley Motorsports 2 piece prop shaft
    • Weir Performance Spool & 30mm axles
    • Weir Performance 5.3 CWP
  • Suspension
    • Front adjustable Bilstien
    • Rear double adjustable AVO
    • T3 Lower arms
    • T3 4 links
  • Brakes
    • Wilwood 4 pot calipers upfront
    • Suzuki gts 2 pot rear
    • Wheels & Tires
    • Compomotive 13″*7″
    • Hankook Ventus z209 soft compound
  • Interior
    • Grp 4 rhd pedal box
    • Omp seat
    • Sparco 4 point Harnesses
    • Sparco racing wheel

 

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