t2 housings n/a internals

[vex]

Originally Posted by 86-rx7

so i am wondering can i use t2 housing and put in n/a internals. I just bought a parts car that came with a extra t2 motor and i want to stick to n/a and was thinking about porting out the t2 motor hopefully for some more power out of a n/a. Also would i have to use the t2 tranny as well since i am using t2 housings as well. Any help of what i would need or should do would be great thanks

Wait... Let me make sure I understand you correctly. You have a 6-port 13B (That's the N/A) and you have a 4-Port 13B (that's the Turbo). You are not planning on using a turbo, but want more power from your NA?

If that is the case, then no (-Ted). What you're attempting to do is asinine and will not yeild you dramatic results, if any improvement at all. One major reason is that your NA has 6-Port Induction (6PI). Two of which are put on a valve system (of sorts) that allows you to have low end torque without sacraficing your highend horsepower. If you switch over to the 4-port motor you will lose the 6PI which will result in a loss of low end torque and marginal if at all gains up top (depending on port job). There really is no improved benifit to switch the rotor housings, Irons, and the rest of the motor from a T2 onto an NA rotating assembly and remaining NA. If you were planning on turbo charging your engine, then that would be a different story. You'd have all the ability to run a turbo, and still have high compression rotors.

[Whizbang]

Originally Posted by vex

Wait... Let me make sure I understand you correctly. You have a 6-port 13B (That's the N/A) and you have a 4-Port 13B (that's the Turbo). You are not planning on using a turbo, but want more power from your NA?

If that is the case, then no (-Ted). What you're attempting to do is asinine and will not yeild you dramatic results, if any improvement at all. One major reason is that your NA has 6-Port Induction (6PI). Two of which are put on a valve system (of sorts) that allows you to have low end torque without sacraficing your highend horsepower. If you switch over to the 4-port motor you will lose the 6PI which will result in a loss of low end torque and marginal if at all gains up top (depending on port job). There really is no improved benifit to switch the rotor housings, Irons, and the rest of the motor from a T2 onto an NA rotating assembly and remaining NA. If you were planning on turbo charging your engine, then that would be a different story. You'd have all the ability to run a turbo, and still have high compression rotors.

Then explain Logan's 13b-Re n/a that makes more hp than any 6pi ever will.

[vex]

Originally Posted by Low Impedance

Then explain Logan's 13b-Re n/a that makes more hp than any 6pi ever will.

How's that tuning Think about it. Stock you have a rich and non-aggressive timing map. Looking strictly at the engines themselves:

The velocity at the low end will not leave a good torque curve let alone you had to port the 4-port to get to the same amount of intake area, right? Add to that if you're going to be porting the Tii you might as well port the 6-port and have a larger intake area with a finer control on volume (assuming you're leaving the 6pi intact).

Lets look at it another way. Assuming that the stats from the previous post are accurate at that the hp of the modified engine on a standalone is 186hp whp with S5 internals lets compare how they do to the S5 NA which produces 160hp, for sake of argument we'll assume that it loses 20hp and only produces 140whp. That's a 46hp defeciet that it would have to make up right? How much hp can you pick up by adjusting the fuel curve and spark? You can get a butt load. I can honestly see picking up 50-60hp with a standalone. Why? Because you lose some of the most restrictive portions of the intake and you can tune for power instead of fuel economy. 1) you lose the AFM providing less restriction on for the engines intake. 2) you can lean or richen the fuel to make the approriate AFR 3) you can retard and advance the spark to where the power is.

Is that not accurate?

[My5ABaby]

Originally Posted by vex

Lets look at it another way. Assuming that the stats from the previous post are accurate at that the hp of the modified engine on a standalone is 186hp whp with S5 internals lets compare how they do to the S5 NA which produces 160hp, for sake of argument we'll assume that it loses 20hp and only produces 140whp. That's a 46hp defeciet that it would have to make up right? How much hp can you pick up by adjusting the fuel curve and spark? You can get a butt load. I can honestly see picking up 50-60hp with a standalone. Why? Because you lose some of the most restrictive portions of the intake and you can tune for power instead of fuel economy. 1) you lose the AFM providing less restriction on for the engines intake. 2) you can lean or richen the fuel to make the approriate AFR 3) you can retard and advance the spark to where the power is.

Is that not accurate?

Apparently the 186whp was on a conservative tune. If that makes a difference.

[vex]

Originally Posted by My5ABaby

Apparently the 186whp was on a conservative tune. If that makes a difference.

Do we know if he was using the S5 intake manifold or was it custom? (I haven't even factored in the other modifications that may have been done to the motor)