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Purchased a new S5 turbo front iron and started doing some research on sealant for the ports in the irons. Looks like there is various information on which version of devcon to use. There's obviously the plastic steel/plastic aluminum listed on RB's website with varying reports across the forums of how people have used it. There's also Devcon Aluminum Liquid 10720 that's been recommended. I like the idea of the liquid to help prevent any air pockets from being trapped in the putty.
Any thoughts?
the one i did, i just used the Devcon, 10720 sounds like the right one. i put some aluminum foil in the port and mixed it up and poured it in.
you do need to leave it below the housing face. and then i filled the port side with silicon
its messy and the Devcon was expensive but it was actually pretty easy
the one i did, i just used the Devcon, 10720 sounds like the right one. i put some aluminum foil in the port and mixed it up and poured it in.
you do need to leave it below the housing face. and then i filled the port side with silicon
its messy and the Devcon was expensive but it was actually pretty easy
Thanks for the feedback! I was leaning towards the more liquid-y 10720 as I don't really trust the putty. Looking at the TDS and stocking numbers, 10720 is the 3lb jar, and 10710 is the 1lb jar.
Thanks for the feedback! I was leaning towards the more liquid-y 10720 as I don't really trust the putty.
i plugged the port side with aluminum foil, which worked great, and then sealed that end with silicon, basically just to make it look nicer.
foil is forever entombed in there, lol
i plugged the port side with aluminum foil, which worked great, and then sealed that end with silicon, basically just to make it look nicer.
foil is forever entombed in there, lol
Thanks for the tip. I'll definitely be doing the same thing.
Got the injectors back from being serviced. They weren't in bad shape and were only marginally lower on flow rate and pattern. Now they're back to 100%.
Started getting materials for my new 55mm intake manifold/throttle body set-up, including a 55mm DCOE aluminum flange and some 180 degree mandrel bent aluminum bends. I can't weld everything together until I get the housings. This is because PPRE uses a unique bolt on flanged face on the housing, so I'll need to mate the manifold to that. I also ordered some press fit carb vacuum barbs, as I don't want to weld bungs to the manifold for threaded fittings (too much work lol). I'll just drill holes in the 1/2" thick flange for the press fit fittings instead. Overall, I'm pretty much copying my old manifold but changing the length and the pipe ID.
I should be getting the throttle body and air horns soon, then I need to figure out an air filter set-up as I have my doubts the existing one will work. We'll see though.
Rotating assembly has been dropped off for dynamic balancing, and parts are starting to arrive.
New S5 turbo front iron from Mazda. Also, new FTP's since the studs on mine have been JB welded ~85 times. Seeing as how my plugs were way too hot, I picked up a set of NGK 6601-11 and NGK R6724-105 plugs. I'm still on the fence about running the 105's as they have a ground strap and I really don't want to lose one of those into the engine (prior experience melting one). I may just buy another set of NGK 6601-10 for the leading, since they're a full surface discharge plug.
New front iron.
New S5 turbo rear iron from a friend that was "over ported." As I'm filling the ports with devcon, I don't care about the port size as long as it doesn't break through the coolant jackets.
Lightly used S5 turbo center iron in great condition with no noticeable ridges.
Assuming lead times are accurate, I should be seeing housings and other important bits arriving within the next two weeks.
I don't have any photos of the plugs right now and the car is at a friends shop. A few posts up, you can see how hot the housings got near the plug area.
so i had a couple of thoughts:
actually its kind of the same thought, but i was watching a thing about an F1 cylinder head, and the port is basically just a cylinder, it does bend, but not enough to separate the flow. maybe you have room to do a 787B style intake?
second, and its the same, if you're using an RB header the mate of it to the engine is really bad, and they cheated the bend. you can go in there with a die grinder and make it better. its worth a look anyways.
and third, the throttle is a tumble style valve, like an Rx8 or S5 VDI valve
so i had a couple of thoughts:
actually its kind of the same thought, but i was watching a thing about an F1 cylinder head, and the port is basically just a cylinder, it does bend, but not enough to separate the flow. maybe you have room to do a 787B style intake?
second, and its the same, if you're using an RB header the mate of it to the engine is really bad, and they cheated the bend. you can go in there with a die grinder and make it better. its worth a look anyways.
and third, the throttle is a tumble style valve, like an Rx8 or S5 VDI valve
Interesting! Talking with PPRE and a few others that have made some decent power 13B-PP's, it seems you absolutely need a 55mm throttle body. Defined prefers to use slide throttles, PPRE uses standard butterflies. PPRE tapers from a 55mm down to a 48mm size intake port. I don't know what Defined does for intake porting. That said, there are records of people running very large carbs on peripheral ports making over 300whp and carbs use standard butterflies. Ultimately, I don't think throttle blade/actuation design changes such as a tumble throttle will really impact overall power output. It may impact throttle response and behavior, but at this point I'm not willing to reinvent the wheel.
I've always wanted to do a 787 style intake, but it would take me quite a while to develop an intake system like that.
As for the exhaust, yes. I'm using the standard RB Road Race header mated to a custom system. I've heard the RB turns to early and always thought about modifying it, and maybe one day I will. I didn't know I could die grind some of it, so I'll look into that.
Considering the 48mm throttle/intake system I was running and the low compression on the rear rotor, I still made 260whp. So I have hopes of making more with a fresh engine and a properly sized throttle body.
Back on the topic of intake runner length. I came across a post from Green Bros NZ who just completed a 12A PP (I think) with MFR Housings and what looks to be an MFR manifold. According to them, the manifold runner length is 130mm (5.1") on the front runner and 140mm (5.5") on the rear. That's a far cry from the 240mm runner length in the Mazda SAE paper about peripheral port intake optimization. Hmmmmm. Any insight @j9fd3s ?
the 12A is ~150mm in the manifold, and the Weber 48 IDA and its air horns are 250mm
From SAE image. It looks like the runners are 240mm and the carb/horns are 130mm? Also, it's interesting that the rear runner length is 10mm longer than the front.
From SAE image. It looks like the runners are 240mm and the carb/horns are 130mm? Also, it's interesting that the rear runner length is 10mm longer than the front.
in a 1st gen the engine is pointed up and to the right, but the carb is level
Just got my rotating assembly back from balancing...... I was told my new counterweight was too heavy (despite being an S5 counterweight purchased from Banzai), so they swapped one that was closer in weight. I have never seen a counterweight modified like this.
This isn't a super unique set-up either. Racing beat dual sheeve pulley in front, rx8 eshaft, S5 NA rotors (matched), and an S5 rear counterweight.
08-07-24, 08:29 AM
