[0:07]Today on Builds, I'm going to show you how we converted my multi-air 1.4 to be a T-Jet.
[0:31]Oh, I better fix it. Oh, hey!
[1:04]What's going on, folks? Eddie here. I hope you're having a fantastic day. So today, we're back working on the 124. Like I mentioned in the last video, what we're doing is we're removing the multi-air from this engine. What that means is we're going to be removing the upper half of the cylinder head and replacing it with a dual overhead cam unit. These engines from the factory were originally designed as a dual overhead cam engine. A multi-air engine is just an evolution of the T-Jet engine. Now, saying evolution would imply that it's by far a more evolved engine, and yeah, the technology in a multi-air engine is more advanced. But advanced doesn't always mean better. We're giving up a little bit of low-end torque by switching to multi-air. But low-end torque doesn't win races, top-end power wins races. You're no longer dealing with a lot of the issues with multi-air in regards to how multi-air behaves on an operating Fiat engine. There's a lot of things that multi-air does during part throttle and idling that leads to a pretty lumpy feeling engine. If you have one of these engines, I'm sure you realize that they're not always the smoothest things. So, doing this will return a lot of the low-end driveability of the car. At the same time, it'll allow us to rev potentially higher into the rev range and make top-end power a lot easier. For those of you just joining us for the first time, this engine is fully built. It has CP pistons, Carrillo rods, ported and polished cylinder head, and now we're replacing the aforementioned multi-air with a dual overhead cam section. Anyhow, uh, let's just get into this.
[2:32]Oh really? Yeah, it's been a few weeks. Yeah. All right.
[3:13]Right. That's a little pinhole in there. That's a little pinhole. It sure will. It's a little oil supply hole. Okay.
[3:19]All right. I don't get the fucking figure out how to get this off. Okay.
[3:40]What's that? He's putting some grease on the cam lobes, so when we put the lifters in, the initial hit is lubricated. Okay.
[3:54]Same part number, they're the same height. I would have to assume that they're all the same. No, yeah, they probably are.
[4:10]Yours are the heads and everything are the same, right? Yep. 100%. Yep. All these things sit way the hell down in there.
[4:21]Wow, this is going to be the first T-Jet swapped 124. Oh, yeah, for sure. This is the first, no one's done this before. Okay, the T-Jet engines are typically controlled by a Bosch ECU, whereas the multi-airs are controlled by a Magneti Marelli ECU. You know, probably two engineers got over an argument about whose idea was better. And the guy with the bigger e-dick won in his emails, and that's why we have a Bosch and Magneti Marelli ECU. I'm sure that the single ECU would have worked on both of them, just the engineers couldn't agree. Which I'm starting to find out is more and more common with, uh, engineers across brands and whatnot. Well, yeah, I mean, you know, in the aftermarket, a lot of tuners don't really like each other. Why would they like each other in the OEM, right? Why would we get along? Tuners don't get along! Fiat engineers have no souls. That's not true. Talk to a couple. They're pretty nice guys. Yeah, they are. Yeah, actually. You know, what I'm starting to find out is engineers aren't all the devil that they used to be. I still think that they should put their anything they designed, they should put it on a fucking car. That would stop a lot of re-engineering having to get done. Yeah, but there's also certain budgetary constraints and whatnot. I'm sure that's why. Well, it always comes down to budget. You know the last two things that a car that ever, that are ever designed? What's that? The tires and the exhaust. You ever wonder why some cars get the shittiest tires in the world? Why is that? Yeah, it went on budget.
[5:53]This, this is coming off like a rotten bag of dick. What is a rotten bag of dick like? Like a used bag of cat litter, you figure that one out. My God.
[6:29]That one went in too. Straight in? No.
[6:38]So why do you need both? Uh, you know what? I bet you they do that in case you have the back off, when you get the gears on the back screwed up, I bet you have to go through and realign them. Probably.
[6:55]If you take the gears off the back, how are you gonna get the two cams lined up? You only have a single cam gear up front. I bet you these don't have a pin or a dot or something like that to line them up. Yeah, that makes sense. So you have to put those in to get those aligned, but if you have one already done, Let's see if it drops on with that in place or if that's going to hit. No, it's not going to drop in with that in place. Okay, so that one has to come off. Yeah. Both have to come off actually. But I'm, I did it to get it it roughly into the place where I needed it.
[7:45]Oh, it's sitting on the lifters. That's what's, that's what the problem is. Oh. Okay, so we have to make sure that we're somewhat correct. And then go through and tighten this thing down with the bolts. Our sealer all over it.
[8:47]Oh, that's baffled too. Beautiful. Okay. How do you plug the other one?
[9:59]That's pretty small. Does it have to be big? I don't know how much crank case flow this thing's going to have. Last thing I want to do is start blowing dipstick tubes out. I can cut the catch can down and put different fittings on them. One, I don't have a fitting to go in that fucking hole, so I'm going to have to take this, cut this down.
[14:09]Well, and that's the magic of John Bushbaum. And the funny thing is it sounds pretty good. So, here's the car running.
[14:29]I just can't believe it's running. Okay, so we're going to leave it here for now. Next Friday, there's a video. Johnny and I need to tune this next video. We start tuning this thing. John Bushbaum's a fucking genius. I give you a T-Jet running on a multi-air.
