+1^ cheap insurance! I would recommend 10/40 or something equally as thick.
Mp5t 2013
- Thread starter BRIAN_MP5T
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+1^ cheap insurance! I would recommend 10/40 or something equally as thick.
Maxx Mazda
Contributor
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- Stock P5
I run Mobil1 15W 40.
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30W Singlegrade
Maxx Mazda
Contributor
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- Stock P5
While its apart, any plans for head work / cams?
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The plan is to not take the head off.
It's been really solid and I'm not interested in ******* around with shims and trying to find a shop.
with the GT 30 I have no fear in the turbo running out of efficiency.
It's been really solid and I'm not interested in ******* around with shims and trying to find a shop.
with the GT 30 I have no fear in the turbo running out of efficiency.
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Maxx Mazda
Contributor
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- Stock P5
Oh I see. I thought the above pic was current.
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No, This is current.
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I am deleting this stuff because I am probably being Banned By Effing Antoine again..
Contact me at brianmp5t@gmail.com if you need help with it.
Contact me at brianmp5t@gmail.com if you need help with it.
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DOC B Oil System going in soon, So I Media Blasted the Windage in prep for a second AN10 Fitting (Oil Return)
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It takes power to overcome momentum (Mass)
There is the mass of the vehicle and there is rotating mass.
If you have 400 Ft/Lb of torque on two motors. One has a 50 Lb Flywheel and one has a 5 Lb Flywheel, the motor will have to do less work to get the engine turning quicker. That extra TQ can be used to turn the tires instead.
(Plus the car is also 45Lbs Lighter) it is a double win.
There is the mass of the vehicle and there is rotating mass.
If you have 400 Ft/Lb of torque on two motors. One has a 50 Lb Flywheel and one has a 5 Lb Flywheel, the motor will have to do less work to get the engine turning quicker. That extra TQ can be used to turn the tires instead.
(Plus the car is also 45Lbs Lighter) it is a double win.
Installshield 2
Gothenburg Superiority
to add on what Brian said; An easy way to apply reduced assembly mass to 'what you feel'...the inertial reduction on the crank shaft is multiplied by the gear ratio...meaning, reducing 20 lbs from the total assembly mass of the crank/rods/pistons (and anything bolted directly onto them...i.e. pulley/flywheel)...would be the same as reducing the entire mass of the car by 600 lbs in 1st gear...300lbs in 2nd gear, etc...those aren't exact numbers, as i don't know specific gear ratios off the top of my head...but thats the idea...it makes a HUGE difference in 1st gear, but the 'returns' you feel will drop a little as gears are upshifted...and by the time you're in 4th and 5th, you may not notice anything at all...
its not just reducing parasitic power train loss, though...the reduced mass gives better low end throttle response, better rev matching as the revs won't hang on throttle lift, etc..
But then there is a sort of dark side to all this...Regardless of past rumors, stock FS-DE engines very much do have a harmonic balancer from the factory...the stock crank pulley is actually 2 pieces, pressed together with a rubber layer in between them...The issue is how a 4 cylinder engine fundamentally operates...While pistons 1 and 4 are in unison, as are 2 and 3...the engine is in perfect 'primary' balance...however, the firing order gives improper 'secondary' balance (don't worry, very few engine designs have built in secondary balance, you need a lot of cylinders for that)...secondary balance problems are in the form of harmonic oscillation, which to put simply...is unequal force applied to different sections of the crank shaft at the same frequency...you have cylinder one having great force pushing it down, but then cylinder 2 and 3 'pulling' on the crank as they approach tdc of the exhaust stroke...these harmonics can at times line up with natural vibration frequencies of normal engine operation...which makes them multiply exponentially...and you eat the bottom end alive...
a harmonic balancer counters this with tuned damping properties that eat up the harmonics...thats basically the idea...
Now, with these engines...i've never seen one person have a problem specifically because of a lightweight crank pulley and flywheel...on other cars (miatas for example)...some have found direct evidence that three things...lots of power...a light flywheel...and a light crank pulley...destroyed the engine, in the form of just shearing the crank in half...and having nearly no damage on the central main bearings, but tons on the outer bearings...the FS has a very strong forged crank (easily the strongest factory part on the entire car), so maybe we're just very lucky...the general rule is the more power you make, the more harmonics you need to worry about, and the more mass you need bolted to the ends of the crank to dampen it...
Brian's one of the few with a powerful turbo FS and a light crank pulley, and so far everything seems fine...and others have had the same success...so i'm fairly sure these engines aren't quite as susceptible to harmonic damage as some others..maybe because the crank is relatively short and VERY strong...
Installshield 2
Gothenburg Superiority
I don't want to muck up Brian's thread too much with this, but to be as quick as possible...Torque is the 'important' factor for acceleration...HP is just another way of explaining torque...the need for HP comes because its more of a comparable measurement between multiple very different power trains...torque, on the other hand, is very specific...
the reason is torque gets multiplied by gear ratio...thats the entire reason cars have multiple gears...a nice short one to get the car rolling, and a bunch of others to control engine speed at different vehicle speeds...
reducing the rotating mass of the engine reduces torque lost simply from twisting the heavier parts...the specific amount of torque 'gained' from this (as in it was always there, but now you can use it for something else)...is quite small at the crank itself...BUT, since torque is multiplied by gear ratios...short little ratios multiply that small gain by a very noticeable amount...but as you approach 1:1 ratios, the gain is much smaller...so by the time you're up to 4th and 5th gear, you can't really notice the gains..as you no longer keep that mathematical advantage...
the reason is torque gets multiplied by gear ratio...thats the entire reason cars have multiple gears...a nice short one to get the car rolling, and a bunch of others to control engine speed at different vehicle speeds...
reducing the rotating mass of the engine reduces torque lost simply from twisting the heavier parts...the specific amount of torque 'gained' from this (as in it was always there, but now you can use it for something else)...is quite small at the crank itself...BUT, since torque is multiplied by gear ratios...short little ratios multiply that small gain by a very noticeable amount...but as you approach 1:1 ratios, the gain is much smaller...so by the time you're up to 4th and 5th gear, you can't really notice the gains..as you no longer keep that mathematical advantage...
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Very detailed and well written explanation.
One more thing I wanted to put out there.
The Lightweight Pulley and Flywheel will help the car accelerate faster and have less effect as you go up. So there is one very lucrative gain. (Making the car behave as if it has a more powerful engine).
More interesting to me is, no matter what gear you are in, taking 50 Lbs of Sprung weight off the car will constantly further improve, cornering, braking and acceleration.
That -50Lbs in conjunction with all the other weight reductions have a massive effect.
Like taking the spare tire out of the car, or opting for lighter weight parts.
One more thing I wanted to put out there.
The Lightweight Pulley and Flywheel will help the car accelerate faster and have less effect as you go up. So there is one very lucrative gain. (Making the car behave as if it has a more powerful engine).
More interesting to me is, no matter what gear you are in, taking 50 Lbs of Sprung weight off the car will constantly further improve, cornering, braking and acceleration.
That -50Lbs in conjunction with all the other weight reductions have a massive effect.
Like taking the spare tire out of the car, or opting for lighter weight parts.
Installshield 2
Gothenburg Superiority
^oh yeah, should've mentioned that...the weight 'savings' are the same for the overall curb weight, too...so not only do they make the engine feel either A) more powerful or B) the car far lighter...at lower gears...you ALWAYS have the overall mass reduction for the entire car...
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- Banned For Being A Troll
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- Banned For Being A Troll
I am deleting this stuff because I am probably being Banned By Effing Antoine again..
Contact me at brianmp5t@gmail.com if you need help with it.
Contact me at brianmp5t@gmail.com if you need help with it.
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