will rew housings mate to s4 t2 irons?
#3
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Location: Brampton, Ontario
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Can we elaborate a bit more lol... I've been searching for an answer to this question for a while and I'd like some more info. I have an S4 T2 engine with damaged housings and rotors. Someone has offered me S6 housings and rotors and I would like to know if I can run them like normal, or with little to no modifications? So that would mean I have S6 housings and rotors and everything else including the ECU is stock S4 T2.
I have one last question. Would this be a good set-up for power and reliability...
S6 housings, S5 T2 rotors and S4 T2 irons, with stock S4 T2 ECU? The reason I ask is because I've read that S6 housings are better than S4 T2 and S5 T2. And I also read that S5 T2 rotors are better than S4 T2 and S6 rotors. Sorry if that is confusing, I am new to rebuilding engines and I'm trying to figure out what my best route for power is, working with what I've already got. If it makes any difference I do plan on street porting the intake and exhaust ports with templates from atkins rotary.
I have one last question. Would this be a good set-up for power and reliability...
S6 housings, S5 T2 rotors and S4 T2 irons, with stock S4 T2 ECU? The reason I ask is because I've read that S6 housings are better than S4 T2 and S5 T2. And I also read that S5 T2 rotors are better than S4 T2 and S6 rotors. Sorry if that is confusing, I am new to rebuilding engines and I'm trying to figure out what my best route for power is, working with what I've already got. If it makes any difference I do plan on street porting the intake and exhaust ports with templates from atkins rotary.
#4
talking head
s6 housing is essential same as s5 turbo.. has different surface treatment and has grooves on the legs of the housing for sealant
.. treat them as interchangeable with s5
s4 rotors while slightly heavier,, are MUCH stronger than s5 or FD rotors at higher boosts
.. not just because of the lesser comp ratio.. but due to internal ribbing
.. treat them as interchangeable with s5
s4 rotors while slightly heavier,, are MUCH stronger than s5 or FD rotors at higher boosts
.. not just because of the lesser comp ratio.. but due to internal ribbing
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#8
talking head
counterweights front and rear must be s4 if using s4 rotors
.. if manual OEM flywheel ( which is integral rear mass ) then it needs to be N318 marked on the back
.. if manual OEM flywheel ( which is integral rear mass ) then it needs to be N318 marked on the back
#11
Rotary Power
iTrader: (15)
I'm only running a stock s5 Turbo so it won't effect me.
If I ever did upgrade I'd go with a hybrid s5 Turbo or gt35r , and shoot for around 325whp.
I'm hesitant to go higher with an s4 rear iron and not having the engine doweled/pinned.
From what I hear problems with irons cracking happen at 350whp and up, of course a bad tune will cause a cracked iron when detonation occurs.
#12
talking head
I never heard anyone say that, is there any proof to this?
I'm only running a stock s5 Turbo so it won't effect me.
If I ever did upgrade I'd go with a hybrid s5 Turbo or gt35r , and shoot for around 325whp.
I'm hesitant to go higher with an s4 rear iron and not having the engine doweled/pinned.
From what I hear problems with irons cracking happen at 350whp and up, of course a bad tune will cause a cracked iron when detonation occurs.
I'm only running a stock s5 Turbo so it won't effect me.
If I ever did upgrade I'd go with a hybrid s5 Turbo or gt35r , and shoot for around 325whp.
I'm hesitant to go higher with an s4 rear iron and not having the engine doweled/pinned.
From what I hear problems with irons cracking happen at 350whp and up, of course a bad tune will cause a cracked iron when detonation occurs.
( reinstating a cast wedge that was previously on older 12a /13b engine plates )
this is well known
s5 rotor V s4 rotor,, dont know where you looked but you cant have looked to far... plenty of evidence of dented face s5 rotors,, s4 rotors never,, and the evidence is in mazda own papers where they highlight thinning the internal ribbing and moving one rib is how they managed to drop the mass down
no secret for more than a dozen yrs to those seeking high HP
can i dig up the papers? no.. cant be fucked .., believe as you wish,, but when you dent some rotors,, remember you got told here.... first
#13
Rotary Power
iTrader: (15)
s4 irons are weaker than s5 ones.. s5 is improved around the boss for the rear oil dowel
( reinstating a cast wedge that was previously on older 12a /13b engine plates )
this is well known
s5 rotor V s4 rotor,, dont know where you looked but you cant have looked to far... plenty of evidence of dented face s5 rotors,, s4 rotors never,, and the evidence is in mazda own papers where they highlight thinning the internal ribbing and moving one rib is how they managed to drop the mass down
no secret for more than a dozen yrs to those seeking high HP
can i dig up the papers? no.. cant be fucked .., believe as you wish,, but when you dent some rotors,, remember you got told here.... first
When you say high boost how high are you talking, that's a vague term that everyone has a different definition for. To me high boost is 20+ psi for a car running pump fuel, but then again my car is a daily driver, for someone that's drag racing they'd probably say 30-50psi running race fuel.
#15
talking head
as its a better cooling circuit than returning it straight to pump inlet like mazda curiously did
( also on retro RX installs for RHD cars it removes need for the low down coolant return which gets in the way of the necessary shift of turbo forwards )
PS
it is a very nice thing to know you have no coolant crossovers into the inlet manifold and remove potential for the ( inevitable ) o ring fail
Last edited by bumpstart; 04-10-13 at 10:14 AM. Reason: PS
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