Been looking on the FAQ section for the "series five FSM" Seems no such luck finding it...

Wow this can get very frustrating when you don't know what is what under the hood. I think best thing I can really do to learn about this car is take a **** load of pictures of it then slowly take it apart as still take pics. Clean it up... Then look at my pics and put it back together. Only wish I has the time and experience to do it. Then I would most likely be able to understand better.

 

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Thanks I was going to the FAQs two over from User CP... I was not aware that there was a faq section in the 2nd gen section. Thanks for showing me I have been reading a lot and learing a lot. ho is Icemark?? Seems to know A LOT!!!

BTW I found someone in my area with a s4 6 port turbo that is willing to help me with my car.

 

CAS is the thing that tells it where the timing is ,( a dizzy without HT leads )
it is stuck onto the front plate next to the alt

- beside it is the star bung,,, turbo cars take turbo oil from here
since yours i solid? and takes oil from the oil cooler supply, then its an NA block

ACV= air control valve
this is what directs the air pump to its various destinations
- on the NA (s4 jap and aus at least ) its stuck on top of the centre plate
- evident usually by a big alum blanking plate
- turbo cars have a solid casting here, and a bigger resulting inlet port underneath
( turbo cars have the ACV in its alternate position on rear of inlet manifold )
the ACV on the s4 can direct air or exhaust EGR into the inlet in some engine conditions
( cant recall the exacts for the s5 NA, but i do recall the primary plate still has the air injection points at the port , so likely = yes )

if you have square plugs on the injectors, then they are hi ohms late 550 cc s4 injectors
if they are oval, then they are s5 low ohms 550's

- if you have a diagonal wedge cast under the oil filter pedastel, the BLOCK plates are s5
s4 came without, whilst earlier 12a's came with
- the issue of s4's block splitting around the dowel here made mazda stick the casting back in !

 

You won't find a ACV on your engine, but the jpg shows what/where it is.

 

typo editted

here is my FC bay with 6 port hybrid motor
s4 turbo rotors, s4 turbo primary plate, s4 turbo manifolds
+ LPG mixer and standalone ECU for IG and water injection

 

so did you just way hog out the 4 port mani? or did you do something else customt o match the ports to the 6 port irons?

i was thinking about swappgn te rotors for low compresin but still the higher flow of a 6 port. i like itman good work

 

Buy a RTEK2.0 or some Haltach thing and now you can run E-85 to take care of the compression/knocking issue.

 

i have tried 9.4, 9.0 and 8.5 , the 9.0 i find is ideal
- but the s4 8.5 is best if pushing higher boosts
as has more timing safety margin and is also a stronger rotor







the front of the LIM is welded up flat
( there is several OEM casting reliefs that need filling as they are in the approx area of the new inlet port opening )

and then the 6 port gasket is die cut and matched through, making a hybrid of the two inlets

i follow up with a light eyebrow cut onto the block plates to make both the air flow turn and abrupt block face friendlier for air-flows
( with some consideration to the area cross-section )

i note that someone here in the US does rather a nice job of genuinely separating the runners without the "ghetto" cut

though i have used this setup ( sans LPG ) in my rx2 for many years with no real issues
( the lower mid range is never as good as a 4 port , but the top end is unmatched )
-- and now , with LPG , critical airspeed across the big port/ manifold runner is fairly irrelevant
- smooth as silk
( and loving straight propane's very high octane )