what is the most hp you can get to the ground with a mx-

[ProtegeSTS]

<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by Custommx3:<BR><STRONG><P>what point, Im commenting on a a post, not changing the subject.</STRONG><HR></BLOCKQUOTE><P>As long as you read the first part...its cool.

[curtklze]

This is just my 2 cents, so just take it at face value.<P>On power added cars tuning is EVERYTHING to a point if you can keep the engine from melting due to pre-ignition of the extreamly hot combustion mixture than the only thing holding you back is the strength of the rods, pistons, and crank.<P>when the piston is being forced down the cylinder by the expanding gases it will have to come to a dead stop at the bottom befor the crank turns and the piston starts to move up on the exhaust stroke.<P>If your connecting rod or crank is mot strong enough, then the force of the gases will push the piston right out the bottom of the block.<P>Or maby it will just bend the rod or crank.<P>No ammount of tuning can stop this, its simply the amout of stress the parts can take.<P>I've seen a 5.0l mustangs run 550H.P+ on the stock Pistons, rods, and crank. It didnt run long befor it got a bad vibration. The crank was bent . The car made awsome power but the crank was not strong enough.<P>This is the main concern with the KL engines. If tuned properly it can be made to run over 300H.P. but I dont know how strong the rods or crank are.

[Custommx3]

thats exactly my point. You can run any amount of PSI on a KLZE, but how long do you want the motor to last. I never once said the motor would explode the moment you start it up. Im just saying putting 6psi on a KLZE is too much, esp if its a daily driver and you want it to last. You can blow up your motor (meaning break/bend any mechanical moving part.) All objects have a stress point. Yes some motors can run @ up to mindblowing compression ratios, but yet they are built internally to withstand that sort of stress. How may of you have HLA noise under normal driving conditions with a k8. Thats a low comression motor and its probably stock. Think of what kinda stress you'll be putting on a motor designed for a 4 door auto sedan.

[David Coleman]

<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by Custommx3:<BR><STRONG>Think of what kinda stress you'll be putting on a motor designed for a 4 door auto sedan.</STRONG><HR></BLOCKQUOTE><P>Hmm...so why doesn't that rule apply to this 626 motor with a bolt on turbo [stock head and bottom end]?<P> <BR> <BR>

[SmokyMcGee]

The only reason I wouldn't turbo or supercharge my KLZE is cuz of what happened AudioXTC (probetalk) I met him at the bald hill car show and he told me his story of how he put a piston through the block with his supercharger.. dont know how much psi he was pushing but he is now using the kl03 block cuz he said it is better. Thats my story other than that I don't know jack bout force induction.

[maldo]

The supercharger didn't necessarily cause the piston to blow thru the block. He could have over reved the motor for what it was structurally capable of. There are many factors that could have caused that. <P>My friend sold his 383 Cutlass to a guy last summer. That guy had it out at the track a few weeks ago and was running 14s. Afterwards he went down the highway on the way home, shifted at 8000rpm. He managed to send the rods thru the block, pistons flying thru the heads, snap the massive crank and camshaft. Only thing salvageable was the carb and intake manifold. No FI of any kind. He exceeded the structural limitations of the motor quite heavily. Of course there could have been massive detonation but the fact is, the motor wasn't design for more than 6500rpm.<P>The S/C or Turbo is an easy culprit to lay blame on. I have to agree with David, tuning is key. SCC Magazine has the Matrix running decent amounts of boost on something like 11:1CR and it handles it no problem.

[jaydog5678]

Or how about Ric's Miata.

[David Coleman]

<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by maldo:<BR><STRONG> SCC Magazine has the Matrix running decent amounts of boost on something like 11:1CR and it handles it no problem.</STRONG><HR></BLOCKQUOTE><P>11.5:1 actually...on pump gas no less...<P>Excellent example of the joys of tuning

[SmokyMcGee]

<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by maldo:<BR>The supercharger didn't necessarily cause the piston to blow thru the block. He could have over reved the motor for what it was structurally capable of. There are many factors that could have caused that. <BR><HR></BLOCKQUOTE><P> My point being is he chose the kl03 block rather than a ze one.<p>[ July 25, 2002: Message edited by: SmokyMcGee ]

[ProtegeSTS]

<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by curtklze:<BR><STRONG><BR>If your connecting rod or crank is mot strong enough, then the force of the gases will push the piston right out the bottom of the block.<P>Or maby it will just bend the rod or crank.<P>No ammount of tuning can stop this, its simply the amout of stress the parts can take.<P>This is the main concern with the KL engines. If tuned properly it can be made to run over 300H.P. but I dont know how strong the rods or crank are.</STRONG><HR></BLOCKQUOTE><P>First off, K series engines have forged cranks.<P>And actually, tuning is what CONTROLS all this. If you take a look at Maximum boost or read any other in-depth look at how engines work, you'll see that tuning, and cam timing are so vitally important. Just backing the timing off a few degrees can change the amount of stress to the internal parts dramatically. When the piston reaches BDC, the exhaust valve should already be releasing pressure from the power stroke. Timing when the exhaust valve opens is one more key to tuning.<P>The key to EVERYTHING is tuning. this is why Honda B18Cs with little string bean rods can withstand 12-14psi on BIG turbos daily driven.<P>What do HLAs have to do with anything? Do you understand how the HLA works and why it ticks after a long time? The HLA tick problem is caused by contaminants in the oil, and poor mainteance on part of the owner. There is absolutely no "added" stress on these no matter how much power you are trying to put through the motor.

[Custommx3]

HLA noise is NOT from contaminets. My best friends GS has HLA noise from hell, and he babies that car like it was his child. Oil is chnaged, he doesnt use cheap gas, and doesnt dog the hell out of his car. He has BAD lifter noise... because they are worn out. Thats why we are starting on his KLZE tonight.

[Sean Mandell]

We are talking about the klze which is built a lot stronger then the k8.<P>If you don't believe me believe mazda cause mazda has a twin turbo klze. <P>go to <A HREF="http://www.a-spec.ca" TARGET=_blank>www.a-spec.ca</A> then click on mazda and then future. click on the 626 and scroll down.

[Custommx3]

im pretty sure it uses the same lifters. Im also pretty sure the TT KLZE, is built a little different internally and externally. Ive seen the pics of the TT KLZE 626, its also a prototype, its not the same engine u and I would put in the mx-3. Yes its the same base engine, but just because it has a KLZE name, doesnt mean its the same exact engine. Take a chevy 350 for example, how many damn versions of that are there?

[curtklze]

<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by ProtegeSTS:<BR><STRONG><P>First off, K series engines have forged cranks.<P>you'll see that tuning, and cam timing are so vitally importantTiming when the exhaust valve opens is one more key to tuning.<P>The key to EVERYTHING is tuning. this is why Honda B18Cs with little string bean rods can withstand 12-14psi on BIG turbos daily driven.<BR>.</STRONG><HR></BLOCKQUOTE><P><BR>Dose anyone actually read all of the post befor replying.<P>I said that I DONT KNOW HOW STRONG THE KL COMPONENTS ARE!!<P>I said that the KL-ZE should do over 300 H.P. and the dyno graph showed that. It was doing almost 400.<P>I never said that the rods would bend or snap at 325H.P. or any thing else, I was just saying that eventually no matter how much fuel and timing tuning you do you will blow up the motor unless you put better pistons , rods, and crank in it.<P>tune your motor to run 800H.P. on stock heads, intake , cams, pistons, rods, and crank and make 30 runs on the dyno and I will give you $1,000.00.<P>Dont try to cut me down and say I'm wrong. If you read my post and understood what I was saying would would see that I was right.<P>Know I want everyone to re-read my first post so you guys will under stand what you are talking about.

[ProtegeSTS]

<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by curtklze:<BR><STRONG><P><BR>Dose anyone actually read all of the post befor replying.<P>I said that I DONT KNOW HOW STRONG THE KL COMPONENTS ARE!!<P>I said that the KL-ZE should do over 300 H.P. and the dyno graph showed that. It was doing almost 400.<P>I never said that the rods would bend or snap at 325H.P. or any thing else, I was just saying that eventually no matter how much fuel and timing tuning you do you will blow up the motor unless you put better pistons , rods, and crank in it.<P>tune your motor to run 800H.P. on stock heads, intake , cams, pistons, rods, and crank and make 30 runs on the dyno and I will give you $1,000.00.<P>Dont try to cut me down and say I'm wrong. If you read my post and understood what I was saying would would see that I was right.<P>Know I want everyone to re-read my first post so you guys will under stand what you are talking about.</STRONG><HR></BLOCKQUOTE><P><BR>Curt, i apoligize, but while im at it, you should re-read David's post, since that dyno is NOT a k-series, its a FE3-t [img]shrug.gif"%20border="0[/img]