SOKO engine

SOKO JDM GVR4 engine

From the top, there is no apparent difference other than the intake manifold. The valve cover is the same (well, not for the DSM guys but the US GVR4 also have the red valve cover), The TB and the crank angle sensor is the '90 style, the fuel rail is the same (I got the 450cc injectors) and the flywheel is the 6 bolts variety.

   Pic. 1, the intake manifold is a Japanese market only item. It features a dual runner setup per       cylinder, with a flapper setup (vacumm actuated) to control the air flow thru the runners. The setup are supposed to help with the car's breathing when it is off boost and on boost. Some of the US GVR4 guys that have tried this setup said that it improves spool up time and works wonder on the street applications, where a quick turbo response is most desirable. I managed to use an RPM switch to control the flapper to open only after it reaches a certain RPM.

   On pic. number 2, it shows the turbo (I got a 14B) and the '90 style liquid to air oil filter housing. Since there is no need to supply coolant to the oil filter housing anymore, the main water pipe lost the one nipple that supply coolant to the sandwich oil cooler ('91 and up style) and it also has a different water neck (not just a missing water nipple there but a completely different casting).

   Pic. 3, the ignition coil bracket is moved out from its place under (or more exactly, within) the intake manifold in the US' engine to the sides of the manifold. This complicates the plug wires selection since the regular 1G set is too short. I am running a special ordered 8.5mm Magnecore set # 45385 with the Cyclone intake manifold.

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	Pic. 1, the intake manifold is a Japanese market only item. It features a dual runner setup per cylinder, with a flapper setup (vacumm actuated) to control the air flow thru the runners. The setup are supposed to help with the car's breathing when it is off boost and on boost. Some of the US GVR4 guys that have tried this setup said that it improves spool up time and works wonder on the street applications, where a quick turbo response is most desirable. I managed to use an RPM switch to control the flapper to open only after it reaches a certain RPM.
	On pic. number 2, it shows the turbo (I got a 14B) and the '90 style liquid to air oil filter housing. Since there is no need to supply coolant to the oil filter housing anymore, the main water pipe lost the one nipple that supply coolant to the sandwich oil cooler ('91 and up style) and it also has a different water neck (not just a missing water nipple there but a completely different casting).
	Pic. 3, the ignition coil bracket is moved out from its place under (or more exactly, within) the intake manifold in the US' engine to the sides of the manifold. This complicates the plug wires selection since the regular 1G set is too short. I am running a special ordered 8.5mm Magnecore set # 45385 with the Cyclone intake manifold.