Exactly! I'm going to be keeping functional actuators!

 

That's how I'm building my Cosmo. It's going to be an exercise of engineering, especially so because the Cosmo engine bay is smaller than the FC. Keep in mind that you can relocate the aux port actuators by using bicycle cable, or making a set of rods to connect both shafts together and using one actuator to pull the rods.

 

Oh really? I did not know that! Hmmm that might make things quite a bit easier then.

 

I really wanted to go with functional aux ports 2 years ago, But then I had a new direction for the motor, Which is eventually swap it right over to a T2 block.

Aren't S5NA electronically activated aux ports?
I've got lots of the mechanical pots kicking around here somewhere if you need em.

 

S5 ports are electronically activated, but that activation is just a solenoid valve controlled by the ECU that switches air pump air to the pneumatic actuators. So no real difference in the mechanics.

 

aux ports on a turbo high compression engine just sounds like a choke point, not a performance enhancer.

 

keep up the good work ..post pics!!!

 

They serve the exact same purpose on a turbo 6 port as a regular NA 6 port.

 

Having them with a turbo will mainly just keep good low end power correct?

 

i understand their purpose but you already know how a high compression turbo engine runs. do you really think you need that little additional response down low and trying to tune it to respond right everytime?

they would be a restriction for the turbo if they came on at 4k, i suppose the easiest way would be to just plumb them to the intake so they open with a few psi of boost. but the n/a intake is junk and complex for real power gains.

 

Would a stock lower with a custom upper or somehow adapt the FD upper make a functioning 6 port turbo more feasible?

 

Yep, same purpose as the 6 port NA. Conservative port timing ideal for low RPM and light load, more aggressive port timing best for high RPM, high load and more airflow.

Only the NA lower intake is needed to keep functional aux ports, not the NA upper. True, without the DEI you don't get the inertial supercharging but that's really OK since we're cramming air into the engine anyway. Not that the inertial supercharging wouldn't be beneficial even under boost, but the other issues introduced by the NA upper (not the least of which is plumbing) makes it look suddenly less desirable. I wouldn't say the NA intake is too complex for real power gains...Mazda has shown it is not, refining it with every generation since the GSL-SE to the current Renesis.

While the aux port actuators are run off of boost pressure, they are controlled via a solenoid actived by the EMS.

Now as for the original concern about it being only a marginal benefit. I did some testing many years ago with a HT-18 turbo NA and manually activating the aux ports. The difference was dramatic. All the characteristics of the closed aux-ports (idle quality, low end torque, part throttle response) and then as the ports were opened (just after 4500 RPM was ideal in this case) powerband continued. While there was never any dyno time, the calibrated butt dyno seemed to feel that peak torque came in around 3500 RPM (full boost was somewhere around 2000 RPM) and carried flatly through the range. So this configuration pays attention not only to wide open throttle (that's what, 0.5% of all driving?) but also low and part throttle (99.5% of all driving).

Not that I'd recommend the HT-18. It's an antique and pretty crappy. Plus the turbine is too big for this configuration, ideally. Working aux ports requires some thought on turbo selection and no, it's not for massive RWHP numbers.

If you are following my Cosmo build, all the details will be in the next two episodes. I just don't want to step all over my own plan and go into details here.

 

Had a thought, would having a separate tank holding oil specifically for cooling the turbo run through a remote filter and separate cooler be worth looking into doing? I have an oil pump from a turbo kit from a different vehicle and trying to think of a way to put it to use haha. Also got a ProSport wideband and boost gauge, both digital, going to throw some pics up soon!

 

Guess no one knows! Anyway, looking for some injectors now, would running 750cc primarys and 1000 secondarys be good? Or would running some smaller ones like 550cc and 750cc be good? I've searched but its hard to know when everyone has a different setup, max boost I would be running would be 10psi.

 

So my manifold came in today, it's an ebay one but its very nice quality, much much much better then I expected!!