This file picture showing a black manifold, along with the apparently black manifold on this Cosmo 13B-REW from the Mazda brochure are some of the reasons why the S2 engines were assumed to have black manifolds. However, if DMRH has actually seen several S2 Cosmos with unfinished manifolds, then that is most likely the true stock form of these engines. However, I don't see how the color of the manifold would make much difference.

My engine is number B235, and has the numbers ground off, so is my engine considered "later in the Cosmo run"?

 

Black Cosmo intake manifold

Here's a pic I came across of a black intake manifold for the Cosmo. I suspect it's not factory though. The throttle body is silver, but then the charge pipe is black again.

 

it looks like he had the manifold done when it was apart, you can see it was natural in some of the pics and black in others. looks damn good in black though

mike

 

yeah it looks like it was painted.

 

Finally taken a look at the pics many thought where the factory "black" manifolds.

After my initial shock, I started laughing. the contrast of the pic makes the dull gray look almost black.

I say that as I am looking at the Eunos Cosmo sales brochure here in front of me. This is where those pics originated from & I can tell you thats its all "smoke & mirrors".........lol

Never was a black manifold from Mazda. Amazing how eager everybody was to find something that wasn't there.......

 

My engine is number B235, and has the numbers ground off, so is my engine considered "later in the Cosmo run"?


Your engine is batch run #3, engine 235.

Meaning it would have been in Cosmo JCESE-102700 to JCESE-103235. Basically this means a late 92/early 93 build car.

The series-2 Cosmo started in Feb-94 & the three I have seen all have D-series engines. Remember, the series-2 is rare & Mazda did only 369 of them in total.

See the http://www.dmrh.com.au web site & look in "specifications" page on the JC Cosmo section if you want further info

 

Thanks :)

 

Finally! I didn't think there was a black manifold from Mazda either. I played with that same sales brochure picture in Photoshop.

 

Long time revival of this thread.....I've come into a pre A code engine #743. its been rebuilt by atkins with a streetport but is still the smaller dowel landing irons. I'm starting off with NA on this for a few reasons and I'm sure the power bug will hit me later and a turbo will be in order. Has the power limit of the earlier engines been identified? There seems to be some people saying the shaft fails, then its not the shaft, its the intermediate iron....I guess I'm looking for info on where to stop. 500hp would be plenty

 

From my research NA generally are 300-400 range. The early code engines on the fat iron has smaller amount of material around the top dowel area which tends to crack when pushed hard. I have heard that that even the later still crack if pushed hard enough. to note on the e-shaft: I know that before people would stud the engine and the front iron has the shorter dowels. the issue I have been told was those dowels were not tapered and when the engine flexed it was "too tight" and then would bend the shaft. 20b e-shaft is 2 pieces. I have also heard that if you didn't have the proper tool when rebuilding the engine and taking the e-shaft apart it could bend or not sit right. I have a c-series motor and I considered NA as well but after knowing it wont be enough I gave up and am just going turbo.

 

You can get larger studs and solid dowels to prevent early code engines from cracking around the dowel. From what I've been told, most eshafts are bent due to over revving.

 

Question: just where on the 20B and in how many places was this 'engine number' stamped and engraved? I have a C series engine.
Marc

 

the engine # is stamped next to the 20b

 

It's also on each iron.