JDM 4g63t (150psi cold-160psi hot compression)
264 regrind cams with hardware store washer shim at lifter bases
Stock EGR hooked up and functioning (all factory emissions provisions still in place
, even the Charcoal canister that so many people pull out!)
Same 1G BOV uncrushed
Stock timing, both cam and base
Same 3 way catalytic converter
Same 14b and intercooler setup
Same 2.5 press bent exhaust and free flowing Magnaflow muffler
Leaking 90 TB seals
Keydiver chip setup as follows:
(90 Eprom by the way)
(c) 2003-2006 KEYDIVER 03/23/06
7800 RPM REV LIMITER
STOCK 1G 5-SPEED 37 PSI AFPR
450cc INJECTORS/STOCK DEADTIME
NO AIRFLOW CAP
RESCALED FUEL TRIMS
10.5:1 WOT A/F RATIO
ENHANCED CLOSED-LOOP MAPS
SHIFT CE LIGHT @ 7000 RPM
800 RPM IDLE
2X Hz FOR LOGGING KARMAN TO 3212 Hz
PK CODE (PHANTOM KNOCK RESET CODE)
All the tuner equipment is now isntalled and was run during the following test #'s.
MAJOR change for emissions purposes here in Ontario, as I now have a swapped motor in the car; I have to legally register it for emissions testing purposes as a HOT ROD STATUS vehicle as the 4G63T was never factory equipped in this car line EVER. Our cars only had 1.6T turbo variations during their entire production run, whether shipped overseas or on their domestic turf in Japan.
HOT ROD status requires that you get proof on paper from a dealer or similar source, that the engine installed in the car was not factory equipped or available for that year in your style of car; in this case a C53a 1.6 DOHC Turbo Plymouth Colt.
In my case the engine was purchased from a 1991 AWD Talon that was torn down in favour of a part-out due to chassis rust issues. The previous owner Bernie Pallek is my next point of contact due to needing proof that the motor came from his car. I have to keep that paperwork on file for the Ministry in case their is an audit for cases such as these and for other reasons that flags are put up in the system regardless of fault or not, as their would be for 2 speed idle tests. So, once paperwork is gathered and stored, this should be okay.
Now for the moment of truth, I would have passed even if the car was tested as a 1.6L equivalent if you compare the limits and dillutions from the previous tests. The limits have become WAY less stringent when you qualify for HOT ROD status, as you will soon be reading.
Car was run in second gear just on the fringe of the KM/H minimum speed, and top RPM limits. Cars must be run in 2nd gear and under 3000 RPM unless they are gear limited and for which you have to document as such, and run the car in 3rd gear.
Engine was hot and left to idle for quite some time before running the test, as this ensures proper oil pressures, and warm/hot equipment status.
HC ppm--318------15 PASS
----164 PASS <---- Look at the limits here
RPM 2914 VALID
Dilution 15.2 VALID
HC ppm--300------145 PASS
- NO ppm not tested at idle
RPM 797 VALID
Dilution 15.1 VALID
So, I now have the proper paperwork to get my car on the road for the next 2 years. E-test sheets are good for 1 year from the date of test if you decide to transfer ownerships, IE sell the car.
A big thank you to Jeff Oberholtzer aka "keydiver" @ DSMChips.com, as this is a testament to what a single chip setup was capable of doing with the same car and across two engine setups. Proof is in the pudding as they say. I did all this without secondary fuel control, so you can see that with a proper chip setup and fully functioning stock equipment, what your car should be capable of doing in mildly modified form or better, if you are still running stock equipment.