|03-27-2013 09:23 AM|
|ChnCDaFieD||Ive destroyed to many 1st gen dsm turbo manifolds from diy porting. Tolerances are just to tight for diy porting (my opinion). After the 4th or 5th manifold i took it to a pro. Took me awhile to find one who would let me get my hands dirty with em. But found one and learned a lot. Flow testing is a must for max gains. I recomend light porting for the diy. Just port to match up to your gaskets. For big n/a gains displacement is key. Stroking is slways nice for the low end torque. Stroked my 4g63 to 2.3 and turbo reached full boost 2500 rpms sooner. You even thinking about trying to keep up with the F/I cobra? If so i believe custom work is gonna be needed. And your gonna need to buy a trailor to tow it to the track.|
|01-14-2013 01:12 AM|
|sleepyboy||I edited your post, no selling outside the BST area per the rules HERE|
|01-14-2013 01:07 AM|
|200two-zx3||I'm rebuilding the engine in the focus I just bought it had little to no compression in the number 4 cyl, after dissassembly I found the compression ring on the piston to be stuck in from carbon, upon reassembly I realized the main and rod bolts are torque to yield so now I'm stopped looking for the rod and main bolts, I purchased a extra engine thinking I might need it for the parts, turns out my engine is completely rebuildable and the one I bought had a bad rod bearing in number 1 cyl|
|12-23-2012 04:30 PM|
|ZXthrizzle05||Lots of qualitywork there.|
|12-23-2012 03:16 PM|
Oh yah, Forgot to mention the car was in Sport Compact magazine, and Mopars at the Strip has used his car for the Sport Compact race class picture for the last 5 years lol
We drive the car 380 miles to Las Vegas, put slicks on it, qualify about 2 hours after we get there, take the slicks off, and drive it back to the hotel lol. Lots of the v8 guys absolutely hate this car.
|12-23-2012 03:08 PM|
Let me just list a few specs here.... and just an fyi, shelby used these motors for the late 80's Shelby dodge cars
-Forged crank proven up to just under 1000 hp
-Forged rods proven to over 600 hp
-Mahle pistons capable of 300 hp reliably
-Stephane Beauregard ran 8.9 in the pro fwd class on the single cam 8v head
-you can do a hybrid head setup from a neon 2.0 and make 325hp to the wheels with 15 lbs boost and a 3 inch exhaust... everything else totally stock.
My dad daily drives an 85 dodge omni with a 2.5 single cam motor that puts 394 hp, 423tq to the wheels at 25lbs of boost, and runs 11.3 on the 1/4 mile with tons of wheel spin because he refuses to go with a bigger slick so he can keep the big brakes. Oh, and it has full interior, a/c, and cruise control. To smog it, he puts the cat back on, and it smogs like a new car... usually at about 5%-10% of the allowable emissions.
All of the work except for boring the block .020 over, and regrinding the rod ends for bigger pins, is dont by him. Tuning, porting, valve seat grinding... he even rebuilds his own turbo, which is a $100 ebay turbo that he machined and put garrett internals into. The factory computer is fully programmable if you socket the eprom on the board. Feel free to come by the house any time, and we'll give you a ride in it. I'ts a hoot.
Oh, and it has had easily 200 passes on it since last rebuild.. maybe more...
|12-23-2012 01:51 PM|
|iminhell||Not in it for reliability I take it?|
|12-23-2012 01:40 PM|
|gun_runner||See, now that just makes me want to get going on my mk4 sprite conversion. Still have yet to settle on a drivetrain choice. As of right now it's going to get a dodge turbo 2.5. Mainly because I already have the 5spd and tons of parts.|
|12-23-2012 01:25 PM|
The head being used in this thread is a well ported Zetec head.
|12-23-2012 12:11 PM|
How much you can deck the stock head is going to depend on cam choice.
Stock cam you can take quite a bit and be rather safe on 91/93.
Any aftermarket cam and you should deck less just to be safe.
If it does happen you get knock you can swap to the SVT head gasket being it's thicker.
The ZX2 guys (John P) has safely taken 0.090" off a head. IIRC I'd measured the extreme end to be 0.120", deck to highest point of the valve seat.
The intake side becomes restricted by cam choice and valve diameter. Look into what a Ford Racing head looks like, try to mimic it.
On the exhaust side, it's very restrictive. You can open them up quite a bit and gain a fair amount of usable power. The key here is surface finish (no matter what anyone else says). The smoother you can get the entire port the better, reduce surface area, increase flow and decrease heat loss which keeps velocity up.
Stock cams/valves, you'll start to choke around 6,500rpm. Porting won't change this much.
Big valves, cams and porting and you can extend the RPM range a fair amount. 7,000+ isn't to hard to do. And then you'll start to see the kind of HP #'s you're thinking you'll get.
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