The Ohio Random Thread... aka We Should Probably Be Working

Normally aspirated guys: How much hp and torque could I expect from a good build of an FS motor for NA? Kind of the same thing that happened last year, my car worked beautifully and now I want to find a way to keep it. I want to do a power to weight reclass of the car so I can run it lighter and keep the engine and tires cool for a whole 45 minute race. Right now I make it about 15 before the engine and tires start to overheat. For classing purposes I'd like to hit about 155 whp. Cams, compression, tune, etc. are all open.
 
Extremely difficult to do with an FS. I don't think anyone's really cracked the 150 mark.
 
the fs-ze is 170 at the crank. Higher comp. piston heads, cams are the main differences between that and the de motor. (of course ecu and tune also)

I think 155whp NA can be attained,

one option: you can order weisco piston for higher compression
 
sm76 said:
Normally aspirated guys: How much hp and torque could I expect from a good build of an FS motor for NA? For classing purposes I'd like to hit about 155 whp. Cams, compression, tune, etc. are all open.
Click to expand...

I think it's definitely possible, but I'm not sure how much it would cost, or how cool it would run. I'd probably start with some substantial head work (is that allowed?), at least 11:1 compression, race cams (I think Colt has some grinds available, and the powerband will not be anywhere as large as it was with the turbo, but you could offset how peaky it would be with compression and head work), full standalone EMS, race header, and some kind of solution for the intake mani. From all of my readings, it's one of the most restrictive aspects of the motor. Users of the 626 single runner have reported increase top end, but the dual runner Protege-style offers more low end torque, which I wouldn't think would be all that helpful on the track, given that you're in the right gear.

I know a guy on the 626 forum differs with me in that view, and he prefers the torquiness of the FS since he doesn't rev it much past 5k. He's been successful with the car both in the LeMons series and other racing he's done with it. Less revs would keep things cooler as well.
 
I got 115whp on a Mustang dyno with a header, intake, MP3 ECU and exhaust and 132k miles on my FS-DE and stock internals. I think it's possible, but would cost a lot of cash to reach 155whp N/A with an FS.

edit- I just saw your sig, Wes. Lulz.
 
Bill, talk to Rob Piekraczyk he was running a MP3 that was classed for PTE he is very knowledgeable.
 
dumb question, does adding a lightweight flywheel add (or free up) hp or just makes it easier for the engine to rev faster?

also, Are light weight pullies allowed? suposedly 5-10 hp there
 
I'm just doing power to weight, so anything is allowed. I can bump up compression, use big cams, light pulleys, big intake manfold, headers, engine management. I guess if an FSZE is 170, I should be good to just copy that and get close to what I need. It won't be quite as fast as what I have now, but I will be running a class lower than it is now so not that big of a deal. Also, when everything gets heat soaked I'm not sure I'm close to my max power with the turbo motor anyway.
 
Well this will be a fun build to watch.

So will you be sticking with the MSP and not going into a 350z?
 
I'm looking at options right now. If it looks like it will be competititive I might give it a shot. There aren't enough Spec Z's yet to make it worth building one since it would severely stretch my budget. I can make changes to my car, run regionals in it and then run endurance races with a group I was talking to at NASA nationals. They have a bunch of Miatas that have a history of being competititve and I could just rent a few hours seat time from them. It would be a good chance to get in some premier races without building or maintaining an endurance car.
 
sm76 said:
I guess if an FSZE is 170, I should be good to just copy that and get close to what I need.
Click to expand...

The only differences between the ZE and the DE are compression, slightly more aggressive cams, the intake mani, and the ecu. The IM is controlled by the ECU, and when I researched it several years ago, only a couple people had gotten it to work. They said it wasn't worth the amount of work required, and those are where you get most of the gains. The ZE pistons and cams are just a bit of the power increase.

I think to circumvent that, a stand alone and one-off well designed IM would be the best. Maybe ITB's?
 
Does anyone have a P5 roof rack in their pocket? I made a trade deal with a member in Texas to get his roof rack in trade for my filler strips. I sent the strips to him and he installed them. Problem is when he was removing my roof rack I guess one of the parts broke due to the heat in Texas. So atm I am screwed.
 
Want me to crack some skulls, Larry? I hope you guys can get something sorted out. That's kinda bad...

Menchies tonight? Godfather is coming over after work for some wrenching on Spicy then we'll head out.
 
He sent a pic of the broken piece, I really don't know what I am looking at though. I hope we can come up with a solution. I know there is a set of roof rails in the FS threads, not sure if that will work though. Is it wrong for me to feel like I am going to screwed over. He mentioned in a text that we could split the cost for another piece, sorry that is bulls***. Our deal was for us to trade parts not for me to foot the bill for the parts I need. Thanks Evan, but I am going to wait and see what he comes up with. I don't think the guy is shady but the deal has mr feeling like I have no options.
 
If you want to send me the pic I'll be able to tell what it is. I've been in contact with you and Eric since you guys both wanted new roof rack/deletes. haha

He seems like an okay guy, but I've never met him so who knows.
 
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