Put that s*** on already man! It's only like midnight over there lol, you gots time!
What have you done to your P5 today?
- Thread starter Tg5
- Start date
Put that s*** on already man! It's only like midnight over there lol, you gots time!
since im in a rental house right now, all the tools and jacks and jackstands are at my friends house.
i have to wait till saturday till were both off.
i cant wait to move back into my house again. new garage =DDDDDD
i havent even touched it with my hands, and were gonna where gloves while we install it to keep the greasy finger prints off.
but its so shiiiiny (boom03)
however im starting to have a case of the omg what if it makes no difference...
the header will give me uber gains right? 10, 50 horsepower... right?
(confused)
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- 2006 Infiniti M
the 323 gtr is basically the ultimate protege derivative ever. it was an awd turbocharged homogolated rally car made for wrc to fight the nissan pulsar, wrx and evo. here are some engine specifications
from http://members.ozemail.com.au/~kevmo/eng.htm:
"The Mazda 323 4WD GT-R is powered by an evolution version of the turbocharged and intercooled, type BPD, twin-overhead-camshaft, 16 valve, 1,839-cc, inline 4-cylinder engine. This power plant has been specifically developed for the GT-R and will serve as the basis for the unit for the forthcoming Group-A engine. The GT-R's type BPD engine has been developed by Mazda's Motor Sports Engineering Group.
The type BPD "Big Turbo" produces 136kw EEC (139 kw DIN) at 5,000 rpm and a maximum torque of 235Nm EEC (240 Nm DIN) at 4,500 rpm, figures which are 13 and 8 percent higher, respectively, than the output of the type BPD Turbo that powers the 323 4WD GT-X. The engine's strengths, both power output and torque characteristics, are in the mid-through-high-rpm zone, above 3,000 rpm up to its maximum allowable 6,500 revs. Numerous improvements have been carried out inn the engine's internals, and the new "Big Turbo" and larger and more direct intercooler system is adopted in the GT-R unit.
The evolution version of the Type BPD, DOHC, 16-valve, EGI/Turbocharged Engine
The type BPD DOHC engine has an 83.0mm bore and an 85.0mm stroke for a total cubic capacity of 1,839 cc. The compression is 8.2:1 and the engine requires premium grade unleaded fuel (minimum RON 95).
The cylinder head is precision diecast aluminium, carrying twin overhead camshafts. The single-stage, cogged-belt-driven camshafts operate 4 valves per cylinder via inverted bucket tappets that incorporate hydraulic lash adjusters, which maintain precise clearance without periodic adjustment. The camshafts are hollow-cast to reduce weight, each camshaft being 500 grams lighter than a comparable solid camshaft.
The valves are Vee-inclined at an included angle of 50 degrees in a compact pentroof combustion chamber with squish area. The spark plug is centrally located in the combustion chamber. Valve diameters are 33mm (intake) and 28mm (exhaust) having 8.00mm and 8.5mm lifts respectively. The exhaust valves are sodium cooled. Encased within each thin, hollow, 6-mm valve stem is metallic sodium, which when exposed to heat, liquefies and helps dissipate heat from the head of the valve.
The aluminium pistons are squeeze-cast with a cast-in cooling channel. With this technique, molten metal continues to be pressurized while it cools in the mold. Blow-holes that might otherwise form during cooling contraction are driven out by pressure, and a denser, stronger casting is formed.
Further, the pistons top ring groove area is reinforced with integrally cast nickel-based "metal foam". The nickel foam is produced by electroplating urethane foam, which is then melted away, leaving porous metal "foam". The foam ring is integrally cast in the piston by the squeeze-casting method. The metal reinforced, squeezed-cast piston with cooling channel was first adopted in Mazda's direct-injection diesel engine, whose pistons are subjected to extremely high thermal load during the combustion process. the metal reinforced piston is about 10 percent lighter as compared with an aluminium piston with Niresist top ring groove, and according to Mazda's testing has an extended piston life by threefold. The piston's skirt is also zinc-plated for improved wear resistance, and its inside is cooled by an oil jet.
The forged steel connecting rods have a larger section for added strength. The connecting rod's big-end bearing is fully balanced with counter weights and is supported by five main bearings, again of competition grade kalmet metal.
Manifold System
With the "Big Turbo", it has become critical that boosted air is distributed to the individual cylinders in equal volume and pressure. Likewise, the energy of exhaust gas must be fully exploited to quickly "spin-up" the big turbine in order to obtain high power and minimum turbo lag.
The Mazda engine design team has perfected a unique manifold system, combining the air volume and pressure equalizing intake and exhaust extractor manifolds.
It was Mazda's finding that with more a more commonly used equal-length intake manifold, the tract nearest to the air entry received the least volume/pressure, and the farthest tract the most. By trial, measurement and testing, the engine team perfected a cast aluminium manifold that has intricately curved and sized "walls" between the individual tracts leading to the intake ports to equalize air volume and pressure. A bonus is that the manifold's swirl generating effect contribute to efficient combustion. The equalizer intake manifolds have shown its effectiveness in improving torque from idling to the Group-A 300-bhp-plus output level and all the way up to maximum revs.
The exhaust manifold has individual tracts collecting at the turbocharger entry. These tracts are in two groups; the tracts from cylinders 1 and 4 are routed to the center, and those from cylinders 2 and 3 to the outside. This routing allows nearly equal tract length. The complex manifold is made of cast ferrite steel, for which the lost-form casting method is employed. Not only is this about 20 percent lighter, much stronger and its passages much smoother than a conventional cast iron one, but also its surface finish is much smoother.
The exhaust manifold's extracting ability precludes an unwanted rise in exhaust back-pressure, which would cause the dilution of the combustion chambers with exhaust gas. This would, in turn, raise cylinder temperatures. Enriching the fuel/air mixture to lower combustion temperatures would obviously deteriorate fuel economy.
The GT-R exhaust system adopts a 3-way catalytic converter with larger capacity but a reduced number of cells, and a new main silencer that assures reduced resistance to gas flow. "
the 1998 es bp is the usdm non turbo obdII version of that motor. the important part there is that its obd II, thus with harness modifications and an ecu should work in our cars
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- 2006 Infiniti M
that you did. well a bp, not the crazy stupidly awesome gtr bp, but the regular crazy stupidly awesome bp
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- 2016 GT ST 47A
I finally tore down the 'wall' and converted my breezeway into a carport.....and yes one day I will have a two car garage. But for now she has a roof over her head!
The before and after...
that will help alot with sun damage etc.
- :
- carbon grey 2005 SP23 sedan
good job! I wish my car had someplace nice to sit...she just sits outside behind my apartment all day... 
=D installed my obx header. gotta upload those pix. we wiped down the header before turning the car on, and got all the grease and crap off, and its a beautiful bronze color right now =D
edit:
everyons best friends^took 27 dollars to get those off. i didnt have a 14mm socket deep enough, and i didnt want to risk stripping them with a wrench, so we went and i bought a 3/8 breaker bar, and 14mm deep sockets (6pts)
wiped it down with stainless steel cleaner, before i fired it up. didnt want it to look nasty
the sound difference is amazing. mated w/ the racing beat, its just nice and deep. now i have to get some of those hose clamps to tighten up the exhaust hangers. after it heats up and runs, the metal expands, and pushes the exhast back, and it bangs around a little.
edit:
everyons best friends^took 27 dollars to get those off. i didnt have a 14mm socket deep enough, and i didnt want to risk stripping them with a wrench, so we went and i bought a 3/8 breaker bar, and 14mm deep sockets (6pts)
wiped it down with stainless steel cleaner, before i fired it up. didnt want it to look nasty
the sound difference is amazing. mated w/ the racing beat, its just nice and deep. now i have to get some of those hose clamps to tighten up the exhaust hangers. after it heats up and runs, the metal expands, and pushes the exhast back, and it bangs around a little.
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I finally tore down the 'wall' and converted my breezeway into a carport.....and yes one day I will have a two car garage. But for now she has a roof over her head!
The before and after...
Nice! That should help a lot this winter. It looks like you could have a two car garage there fairly easily. That breezeway seems like a waste, by comparison.
I haven't done anything to the P5 lately, but I built a new CAI for the MPV today!
You must be down South. Shorts on, motor looking that clean. Mine hasn't been that clean since the day I got it. LOL. Winter is HELL on my car. s***, even your spring bolts on the midpipe look brand new. Lucky bastard. Mine is in official Winter mode now.......
