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Discussion Starter #1
I'm looking at a 95 MX-3 with a KLDE motor in it. I'd like to know what it would take to get 200 crank hp from it (Naturally Asp.).

How are the crank, pistons and connectiong rods made? Cast? Forged? hyperpathetic? ;)

What is the main restriction? Intake manifold? Heads? exhaust manifolds?

How much are aftermarket cams? underdrives? headers? ignition? ZE manifold?

Is a torsen (like a quaife) diff availible?

What are VRIS points?

I don't have to worry about the MAF or EEC, I've got the hook up on that.

Thanks.
Matt
 

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greenbird said:
I'm looking at a 95 MX-3 with a KLDE motor in it. I'd like to know what it would take to get 200 crank hp from it (Naturally Asp.).

How are the crank, pistons and connectiong rods made? Cast? Forged? hyperpathetic? ;)

What is the main restriction? Intake manifold? Heads? exhaust manifolds?

How much are aftermarket cams? underdrives? headers? ignition? ZE manifold?

Is a torsen (like a quaife) diff availible?

What are VRIS points?

I don't have to worry about the MAF or EEC, I've got the hook up on that.

Thanks.
Matt
I'd love to talk to you at some point about that engine swap. I'm doing the same one myself come spring. As for 200 hp, it's a biut much. You could probably get close though. The engine's main restriction is probably breathing in general. Decent headers, a more open exhaust, ZE IM coupled with CAI, and maybe ZE cams go a long way. I've heard that headers become an issue with that engine with that car, because of size of them. I don't know if that's really an issue or not. Hotshot makes a very nice header. Pacesetter makes a good performance header, but quality is lacking. Either here or on Probetalk there was a new set of headers that were pretty cheap that came up and seemed to be pretty decent and stainless. Actually, here's a thread.....
http://www.mx6.com/forums/showthread.php?s=&threadid=75423
On cams, you can go ZE or there's a guy, Mike Seli on Probetlk custom grinds them, there's Colt cams, and also www.interpreptuning.com.
The KLZE tranny was available in LSD. There's a KLZE FAQ in the performance section of this section at the top. It has links to a bunch of dealers of jspec parts that would have it. Page 4 or 5 of the thread. UD pulley would be R&R racing. The ad at the top of this site on random occasions.
And do you not knwo what VRIS ponits are, or not the RPM numbers?
 
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Re: Re: Newbie Q's on KLDE....

rylinkus said:
And do you not know what VRIS ponits are, or not the RPM numbers?
I have never heard the term used before I came to this site. I was just reading up on a ZE swap and in context, it sounded like a fairly important thing to get right.

I'm not interested in swaping a ZE motor, the DE is powerful enough (remember it's in a 2500lb car), I just wanted a bit more.
 

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Re: Re: Re: Newbie Q's on KLDE....

greenbird said:
I have never heard the term used before I came to this site. I was just reading up on a ZE swap and in context, it sounded like a fairly important thing to get right.

I'm not interested in swaping a ZE motor, the DE is powerful enough (remember it's in a 2500lb car), I just wanted a bit more.
I understand the weight thing. Its the same reason my old KLDE is gonna end up in the MX3, since my PGT no longer needs it. The VRIS is Variable Resonance Intake System. Without going into too much detail its 2 plates in the intake manifold that open and close at various RPM points to alter the pathway of air entering the engine and optimize it more. The ZE IM has a different geometry and therefore different VRIS points. There is a VRIS tuner that can be bought to fix tese points. Or a reprogrammed ECU would do the trick.
 
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Discussion Starter #5
ah...so it creates dual torque curves. My SHO does the same thing, but it uses entirely different runners.

Can anyone give me PROVEN hp numbers for the ZE IM, hot shot headers, and ZE cam?
 
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