cracked it open.

I decided to start tearing down the motor. So far I've found only good things.

First here it is all apart.


#4 piston looks like it took a bit of a beating due to detonation. No worry since I'm changing the pistons anway.


Cyl walls look great. And I used a digital caliper to verify the bore size is factory before I ordered the pistons.


Here is something interesting. My motor dosent have an oil cooler.

and has 5 coolant temp sensors


According to folklore on mx6.com this means it's a low-comp. version. However, I have the cast aluminum oil pan, knock sensor, and the pistons obviously are high compression pistons. Kinda weird if you ask me.

Also I see plugs on each corner of the head and one on the block above the oil filter. Like these



I wonder if they are a suitable oil source for the turbo.
Soon I'll take apart the bottom end and pull the pistons. That should be fun :)

VW valve springs.

Just got off the phone with the VW dealer. I can get a set of 16 outer springs for about $120. Not too shabby.

Engine parts.

I decided I'm going with Venolia pistons, a quick call to Venolia confirmed that I can get 9.0:1 CR pistons for the same price as the 8.5:1's. I still cant believe that they cost only $430... for forged pistons... including rings and pins.

On the valve springs note. I can get a set of high performance VR6 valve springs from EIP tuning for $170. I'm trying to figure out of it's worth it to go with HP ones or if stock VR6 ones will do.

2 words. Disco Potato.

Garrett GT28

I've found my turbo. I dont know if anyone is familiar with the disco potato, but it's made quite an impact. Otherwise known as the Garrett GT28R, it was made specially by Garrett for a 240sx project car running an SR20DET. Here's a excerpt from http://www.horsepowerinabox.com/HPIAB2/category12_1.htm

The Potato turbo is a direct, bolt-in replacement for the Silvia's stock T25. In fact, from the outside, the two turbos look nearly identical. The oil feed and both water fittings for the water-cooled centre housings are identical to the stock turbo.

It was developed by Garrett in the US for a project car called the Disco Potato with an SR20 powerplant.The car's power was impressive, 280 hp at the wheels, but not earth-shattering. The driving experience however, was. Throttle response was excellent, turbo lag virtually non-existent, and the tyre-smoking horsepower was outstanding. The turbo spooled up early, making so much torque, that the best quarter-mile time (13.7 at 104.5 mph) was achieved launching in second gear. The vehicle was so successful that Garrett the turbo as the GT28RS.

Here are the rest of the specs:
Garrett GT28RS Ball Bearing Turbocharger Assembly with Integral Wastegate.....

SPECIFICATIONS:
Displacement range: 1.7-2.7L
Output Range 250-320 horsepower.
Compressor Wheel Diameters – 1.86” inducer/ 2.37” exducer
Compressor Wheel Trim – 62
Compressor Housing A/R – .60
Compressor Hsg. Attachments: Inlet: 3” hose connection,
Outlet: 2” hose connection
Max Compressor Flow – 35 lbs/min @ 2.8:1 pressure ratio
Turbine Wheel Diameters – 2.12” inducer/ 1.85” exducer
Turbine Wheel Trim – 76
Turbine Housing A/R – .86
Turbine Hsg. Attachments: Inlet: Standard 4-bolt T25 flange,
Outlet: Standard OEM 5-bolt T25 flange
Oil Inlet – Inverted Flare 7/16-24 thread
Oil Drain – Standard 2-bolt T25 flange


Seems nearly perfect. A little pricey though at $1000. But it seems like it'd be worth it.

I'm a blogger... yay!!!

Well this is the first post of this long saga. I started already writing a research log of sorts since there's LOTS of information to go through when doing a project like this, so I'm just going to paste it here:

FE3 Swap Project


7/18/04
Current Issues to solve

Electronics/ Management
To use Megasquirt fuel injection system and Megajolt or similar ignition system. Ideally, Ultramegasquirt will be used if released in time. Main issue is with Megajolt. Crank signal is to be provided with a 36-1 trigger wheel, off a ’90 Ford Escort. Proper mounting of trigger wheel must be figured out. (diameter of wheel compared with FE3 crank pulley is my main concern). Custom bracket must be fabricated for pickup.

Links.
http://www.jsm-net.demon.co.uk/megasquirtnedis/us-edis4.html
http://www.planetcampbell.us/TriggerWheel/Triggerwheel_Installation.htm

Injectors
Stock FE3 injectors are 270cc min, too small for turbocharging. Most similar type (at least injectors that are normally a direct fit for F2T) require drilling the fuel rail bosses a bit for fitment. Shouldn’t be too big of a deal. Gen 4 Supra twin turbo injectors seem ideal at 550cc/min.

Compression/Pistons
I have the 10:1 high compression version of the FE3, indicated by the cast aluminum oil pan and lack of an 02 sensor. This compression ratio seems to high for turbocharging, compression ratio should be lowered. Kia sportage pistons will allow a more ideal 9.2:1. Other piston options are currently being researched
http://www.mx6.com/forums/showthread.php?t=77064&highlight=FE3+turbo

Turbo install
Everything will have to be custom for this one. Still undecided as to which turbo to use. Advice from mx6.com members says my current RX-7 hybrid will be too small. I have a feeling this is correct.

7/19/2004
Turbo manifold ideas:
-Called racingmazda.com, they said they will have a production FE3 turbo manifold with a T3 flange that clears the A/C compressor by the end of the week for $400. This is normal stock for them apparently. I dont think they had a clue of what I was talking about because after me saying (twice) this was for a '90 Mazda 626. He had asked me later in the conversation if it was for a mitsubishi. Umm.. yeah...

-Next idea is to make a log style manifold myself out of "steam pipe" bends. It dosent seem like it would be all that difficult. I just need to have a flange made for the head.