Quote:
Originally Posted by MatadorRacing_F1
Ah yes, the 1LR. Almost forgot about that. If you look at the valve angle you will see that it is pretty narrow. Yes, I know that "G" heads have other supporting differences. They are designed to be higher flowing, etc.
You might wonder why I keep bringing up the valve angle. My point is, that F heads are designed in a way today, that purporting a G head is totally unnecessary other than by name. xxx-FE engines have great flowing heads, VVT-i on both intake and exhaust with independently driven cam gears.
The question of making G heads was one of combustion chamber design vs packaging, IIRC.
|
I think what he was getting at, and what Dragon isn't fully understanding, is that if they had built a 2AZGE, or some dedicated 'G' 2.4L it would be more than just the valve angle. Imagine a Toyota dedicated-performance 2.4L L4. It would massacre the 2AZFE in all circumstances, stock, boosted, whatever. Plus likely be capable of way more before any internal mods would need to be invested in, or need as much boost, or money to make whatever power level the chassis could handle, as well as likely be more driveable as well.
Now if they had built a suitable chassis (FWD, AWD, RWD, doesn't matter, just a well put-together chassis) to wield this new fantasy motor, Scion/Toyota wouldn't be paying teams to use their product. Everyone would be buying them because they were the best and if you didn't have one, you wouldn't be competitive.
Instead they gave cars to the best teams, with access to factory support (which is more than just money, BTW Dragon) to make some exceptional racing cars, that inspire a few people to try to emulate that. That's marketing. That is the only reason people bothered to turbo a Camry motor. (The fact that it performs well under boost isn't amazing news. But there is no recent Toyota 'G'/Performance motor to compare against.)