IlAkiralI

i posted about turboing a N/A and it seemed most replies were talking about the car not the motor.. so heres my dilema, i am planning on putting a 13b into my 510 i plan on using a E6K to make it that much easier but i was wondering the pros and cons of turboing the N/A engine not car lol thanks in advance

Kurgan

are you putting a 6 port NA in the Datsun 510, or are you going with an older 4 port? big difference....

IlAkiralI

newer 6 port

zyounker

With stock porting i would think you are only going be able to run ~1 bar boost MAX.. And the engine probably won't last as long as a 13BT would...


I would say run it until it blows then put in a 13BT..


-Zach

IlAkiralI

ok i plan on a full rebuild with 3mm apex seals and a mild street port, what is a fiesible<sp?> hp that this setup could hold turbo'd, TIA

Kurgan

Read this:
http://www.mazdatrix.com/faq/port6p.htm

That is pretty much the accepted truths with a 6 port engine... however, I feel that with some more time in development that these engines could actually make some power... but I don't know. The idea of a 5th and 6th port is pretty cool.. the implementation just sucked.

If the car is to be a track only car, you may be able to make a bit of power.

I suggest you get ahold of an older 4 port engine or a 13bt, especially if you are going to put money into porting, milling and rebuilding...

zyounker

If you pull the engine apart & the rotor housings are still good you can put int diferent irons & make it a 4 port which will make it a decent power making motor.. but if you are going to rebuild & port it why not just pick up a 13BT???



-Zach

IlAkiralI

thanks guys for all the info i guess ill just shell out the money for a 13bt.. my whole reason for the 6 port was i was thinking, that with a higher stock c/r that i could turbo it and not have to run as high boost reducing lag .. kinda like letting just the motor pull its own weight till boost kicked in.. but i guess ill just have to do what everyone has been telling me .. GET RID OF THE 13B AND GET A 13BT lol thanks again guys



.. did i make any sense of what i was trying to say

Kurgan

yes

Gearhead

iTrader: (1)

I was going to rebuild my turbo engine using 6 port housings. I was wondering a similar thing. If everyone is streetporting their housings to the max then why not use the 6 port irons because the closing duration of the port is much higher than a 4 port, but I was still going to use all my other internal turbo engine parts. Does anyone know if they close even later than a street port 4 port? If they do then why hasn't anyone decided to use these housings? I thought I'd read of someone else contemplating this a while back, but I never heard what came of it.
Thanks,
Don.

Jason Guthrie

Ah crap, now I'm really confused.

I have a 1985 GSL-SE which is a 13b. When you say get a hold of a 13bt, you mean the 13b that came with a turbo in the later (after 1985) years correct?
AND, as a 1985 GSL-SE 13b, I have a 6port setup instead of a more desirable 4port found in the 13bt?

How much is it to acquire a 13bt and can it be smogged in California in an 85 GSL-SE?

An engine referred to as 13bt already has the turbo parts or it's just turbo ready since I would have to customize manifolds and stuff to my 85 body?




PS: The very fact I pulled this thread up, shows I have been seaching, I'll keep on it.

Bejeeta

I was planning to get a 13BT (6-port), but that fell thru. I was wondering myself why exactly pple prefer to turbocharge the early 4-port engines as opposed to the 6-port?

Gearhead

iTrader: (1)

I think the older 4 port engines have a little lower compression ratio (pre '89) and if built with GSL-SE rotors they are gonna have 3mm seals. I think the preference of porting comes from the fact that the old guys have been porting them since the '70's and the 6port engines haven't been around as long. The 6 port also has a very small primary port.
The 13BT is a 4 port as well and has a lower compression ratio still. It responds well to porting, but the stock ports are mild because they were letting the turbo do the work, and emission laws were getting more stringent.
If you go to http://www.rotaryengineillustrated.c...-ports101.html you can compare the intake ports. You will notice that the 6port has a very late closing. Probably later than a street port can be made, and if ported, it will be later still. I built a 6 port engine for a friend and we ported it about like on the Mazdatrix site, and it runs pretty hard, but it's a N/A.
Now my question is... why not use turbo rotors (lower compression for higher boost) turbo rotor housings (no steel sleeve in the exhaust port) and 6port irons (variable intake timing if the sleeves and actuators are kept... set them up to open on boost pressure and maybe a little bridge on the aux port ). The intake closing will be very late to let more intake charge in.
If you wanted to run a higher CR and lower boost just use the N/A rotors. I don't think they would be safe at over 7psi or so. That's what the supercharger guys run... and some of them don't intercool. I don't know why you would want to do this, because if you're racing... even road racing... the only time you should ever be low enough in the rev band to not be on the turbo is at the start, and if you run SCCA, most races are rolling starts anyways.
What do you guys think?
Don.

HWO

you can blow 20psi into a turbo'd motor with high compression rotors, you just need 110 octane gas or similar or use water/methanol injection