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- 03' Mazda Protege 5
What year, in case I would ever want to try this.
NA Tech Race to 100whp per 1000cc's
- Thread starter LordWorm
- Start date
What year, in case I would ever want to try this.
The rest of the world received the FE-DOHC in the 1995-2003 Kia Sportage, built under license. The Kia variant was reconfigured for RWD and a lower compression ratio of 9.2:1.<-wiki haha
I'd go straight to aftermarket management personally - the gains you'd get would be fairly solid if other F series motors on management are anything to go by.
So you'd need a harness...transmission - i'd be looking at getting an adapter plate and going with a toyota or a honda transaxle gearbox as opposed to a mazda F G or H series box........
expensive, i don't *think* anyone's done it, but the result would be fairly spectacular i'd think!
one of the biggest issues i think would be getting the P5 gauge cluster talking the right langauge, so the tacho works etc....
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- 03' Mazda Protege 5
Sounds like to big of a headache to me. I will stick with trying this with my FSDE. Right now I have the easy engine mods done like intake, exhaust, engine damper, port and polished intake mani with VTCS removed, and a few other things. So now it is on to the hard parts like Engine management, cam shafts and gears, bigger pistons, etc.
management isn't had, just time consuming (took me several hours with 2 people helping...mind you we were drinking loads of beer, so it could have gone quicker).
cams, if you find someone who knows what they are doing you can knock it over in a couple of hours easilly....
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- 13 MX-5
I'm still waiting on someone with at least 180-190whp N/A, especially with an FS. I miss having an N/A car because modding this MSP you can run into a few problems!
marcs_sp20
Member
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- 02 Mazda 323 Astina SP20 (P5)
What do you mean by this, as in no butterflies? I have been running without them for over 4 months and still have a decent amount of low and high end power, actually i think it breathes a heap better without them in... I just dont want to go down the track of rebuilding the motor again without going cams, pistons & rods, and a little more shaved off the head to keep me going
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- 02' Protege ES (Gone)
16' Mazda 6 sport manual
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Which butterflies did you remove? A non-MP3 Protege intake manifold has 2 sets of butterflies- one for the VTCS (probably what you removed) and another for ViCS.
ViCS:
VTCS:
marcs_sp20
Member
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- 02 Mazda 323 Astina SP20 (P5)
Which butterflies did you remove? A non-MP3 Protege intake manifold has 2 sets of butterflies- one for the VTCS (probably what you removed) and another for ViCS.
ViCS:
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I have been running without the vics butterflies, considering thats what stuffed up my motor in the first place, one totally disintergrated, leaving a nice pitt marks in the no.4 bore and on the head, totally flattening the spark plug, and damaging both the inlet and exhaust valves... and because Mazda Australia wouldnt have a bar of it as the car was 1 month out of warranty, i was left with a nice $3000aud bill to repair... I wouldnt have a clue what model mine would be in the states (please confirm lordworm), but its a SP20, so im assuming MP3?
Which butterflies did you remove? A non-MP3 Protege intake manifold has 2 sets of butterflies- one for the VTCS (probably what you removed) and another for ViCS.
ViCS:
VTCS:
aussie version of the car doesn't have VTCS mate... just VICS.
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- Blue MP3/06 MPV
So, would a single runner intake mani be something I should look into or will it just cause problems?
a correctly designed single runner would definantly be worth while.
It is possible to achieve positive pressure at the valves using resonance (4psi at the tuned RPM is not uncommon on worked NA motors - though if you get insane you can build more pressure than that).
There is considerable expense to doing it though....you really need to play around with plenum volumes, whi ch means probably 4 or 5 plenums in testing?
now you're getting into the dark art of porting, something I certainly don't have all the answers for.
There is a school of thought that a certain level of "roughness" promotes better mixing of air and fuel.....then there are those who say that a mirror finish will promote the highest possible velocity...
your best bet is to speak to an experienced machinest who knows a fair big about porting - porting isn't something i'd ever personally take on myself...
Well, the question wasn't exactly about porting, but I understand where you're coming from. Basically when I had my OBX header ceramic coated, I went to pick it up and it wasn't quite done. The coating had been applied but it was not yet polished. So the owner of the shop showed me how they polish parts before they are considered DONE. For small parts, they put them in a big tub of ceramic BBs with some water added in. This bucket is also a pnuematic shaker and the BBs churn around- polishing the part that's in there at the same time. The ceramic coating went from a rough finish to a super smooth one-both inside and out. Why not try this with the intake manifold? If I got it coated, that would also help with heat soak. Or I was thinking I could just take the manifold in and soak it in the bucket without getting coated.
The only part of the manifold that I plan on porting is the spot where the VTCS butterflies once where. The holes are filled now with some QuickSteel waiting for the Dremel.
And speaking of porting that section- would doing a gasket match (without touching the cylinder head) be too much porting? I'm guessing that would probably cause a step up for the air as it enters the cylinder head.
The only part of the manifold that I plan on porting is the spot where the VTCS butterflies once where. The holes are filled now with some QuickSteel waiting for the Dremel.
And speaking of porting that section- would doing a gasket match (without touching the cylinder head) be too much porting? I'm guessing that would probably cause a step up for the air as it enters the cylinder head.
i've only seen gasket match with port matched head.....
big step wouldn't be that great i wouldn't think....
OK, I blew the dust off my fluid dynamics book and dove right in to refresh my memory of fluid flow. Laminar flow has less restrictions and therefore should flow easier (less pumping loss- the engine is basically a big air pump afterall, which should equate to an increase in power) than turbulent flow. However, turbulent flow is good for helping to keep the fuel mixture atomized (so at worse case scenario, you only want turbulent flow after the fuel has been added). Laminar flow is also bad for heat transfer- so a heat soaked intake manifold won't transfer that heat into the intake air as easily as if turbulent flow was present.
So my result after reading up on this is that after I clean up the VTCS quiksteel is that I'm going to see if I can take it to that place that ceramic coated my header and see if I can just polish my intake manifold.
Dyno to follow in the spring...........
So my result after reading up on this is that after I clean up the VTCS quiksteel is that I'm going to see if I can take it to that place that ceramic coated my header and see if I can just polish my intake manifold.
Dyno to follow in the spring...........
good stuff
that all said, the stock manifold is a heap of junk
everytime i think of "improving" it, i am reminded of a phrase, which relates to "polishing a turd" - specifically how doing so is impossible
sure it can be made better, but is it worth the effort?
still, will be interesting to see how you go
