As far as heads and porting go...
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Hey that’s good stuff!
So we could get into the weeds on this, and it IS fun. And there is a whole lot more to talk about.
However….my years of research on the available Toyota 20/22 cam profiles I’ve compared and tested – only in my software so far - and discussed with a few suppliers and grinders, Toyota engine builders, and the anecdotal feedback from the guys who actively participate on these forums, I think I have more questions than answers about what it really takes to get 10, 20, 30, or more added HP and torque out a little 144 cubic inch stock 22....... that WE can afford and makes sense and still be able to drive the vehicle every day.
Perhaps the difference with our 30+ year old Toyota engines is that they’re not as popular as a “race” engine like a Chevy, Mopar, Pontiac, or Ford. So the effort to uncover and test for more juice is probably only interested by a very small group of devoted early Toyota owners. It’s interesting that Toyota has really created some attention in NASCAR racing.
There is some debate amongst the “experts” about flow bench testing, methodologies, how many inches of water column is the most accurate, and extrapolating from 10” to 28” is still mathematics. Then, like you said, how do you translate those hours of porting and those precious cfms that show up on your flow bench into a calculated gain without really understanding the effects of a cam profile or exhaust flow technology? That’s where the race guys that can afford to do dyno testing to get their “education”.
For me, it’s mostly over my head and I just try to use my basic understanding and gut feelings to make my best guess.
Gnarls.
