Hustler's build thread 2.0, the natural aspiration connection
#792
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Join Date: May 2005
Location: Edmonton Ab, Canada
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Past? I'm not talking about the past, I'm just taking about this motor. Don't take it the wrong way, I'm just saying I expected to open this thread (its been a few months) to racing **** and not more work on the car. Sucks to see you dropping in this motor for reliability and having problems is all.
#793
Tour de Franzia
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Join Date: Jun 2006
Location: Republic of Dallas
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Past? I'm not talking about the past, I'm just taking about this motor. Don't take it the wrong way, I'm just saying I expected to open this thread (its been a few months) to racing **** and not more work on the car. Sucks to see you dropping in this motor for reliability and having problems is all.
The last year was pretty shitty for the green car. First a bad turbo, then the manifold finally gave out, then the engine I bought turned out to be bad, now this job ****. With any luck I'll blow my brains out by summer.
#794
Senior Member
iTrader: (2)
Join Date: May 2005
Location: Edmonton Ab, Canada
Posts: 1,202
Total Cats: 21
I don't have any god damned money and I'm about to be out of a job, sorry to disappoint you. If you like, you are free to mouth my colon.
The last year was pretty shitty for the green car. First a bad turbo, then the manifold finally gave out, then the engine I bought turned out to be bad, now this job ****. With any luck I'll blow my brains out by summer.
The last year was pretty shitty for the green car. First a bad turbo, then the manifold finally gave out, then the engine I bought turned out to be bad, now this job ****. With any luck I'll blow my brains out by summer.
Hence my idea to start a collection, **** I'd pitch in 50bux (CAD $ lol). Get a few more of these broke ***** to ante up and bam miata motor done, and brains still in skull.
#796
I don't have any god damned money and I'm about to be out of a job, sorry to disappoint you. If you like, you are free to mouth my colon.
The last year was pretty shitty for the green car. First a bad turbo, then the manifold finally gave out, then the engine I bought turned out to be bad, now this job ****. With any luck I'll blow my brains out by summer.
The last year was pretty shitty for the green car. First a bad turbo, then the manifold finally gave out, then the engine I bought turned out to be bad, now this job ****. With any luck I'll blow my brains out by summer.
#799
As long as you know what you want to do with it it can never hurt.
But you know what you have and never really know what you will receive in the mail...
Decking and skimming 0.8mm in total made me "need" one to be able to reset exh timing to zero (no idea what I will need when a Dyno appears on the horizon). But one of the locking screws were busted so the allen wrench did not fit...
But you know what you have and never really know what you will receive in the mail...
Decking and skimming 0.8mm in total made me "need" one to be able to reset exh timing to zero (no idea what I will need when a Dyno appears on the horizon). But one of the locking screws were busted so the allen wrench did not fit...
#800
I have found the the BP's only ever seem to need a max of about 2° crank at the cam, usually less. The gains are small improvements in area under the curve. Gains from re-timing the intake cam are more significant. Even with the intake though, I never seem to find much more peak. Sometimes I'm able to get a little more area under the curve by advancing the intake cam a few degrees. I think because the BP ports rely on velocity more than peak flow and the short rod ratio reduces dwell at TDC, there is a fairly small window of overlap and IVC that works.
FWIW, I tried a fairly long 272° intake cam in a VVT motor and got hella reversion below 4500 when I tried to advance it as much as I would a stock cam. This with small, high velocity porting, back cut valves, the works. This demonstrates to me that there are clear limits in what can be packed into the overlap period.
On most of our engines, we use the stock ex cam gear to keep things simple. On a turbo motor though, I would do both gears even if everything else was bone stock. One can lower EGT's and boost required for a given torque significantly on a stock BP head with a turbo by playing with overlap on stock cams.
FWIW, I tried a fairly long 272° intake cam in a VVT motor and got hella reversion below 4500 when I tried to advance it as much as I would a stock cam. This with small, high velocity porting, back cut valves, the works. This demonstrates to me that there are clear limits in what can be packed into the overlap period.
On most of our engines, we use the stock ex cam gear to keep things simple. On a turbo motor though, I would do both gears even if everything else was bone stock. One can lower EGT's and boost required for a given torque significantly on a stock BP head with a turbo by playing with overlap on stock cams.
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