Post by blinkmotorsport on Jan 16, 2017 23:58:47 GMT
It must be a couple of years ago we carried out one of our Stage 2 Power packages on this car and the Customer spec'ed the car quite highly. The car is a MK1 1800cc and produced what we expected with the Stage 2 package - from memory this was circa 175 bhp (retained CAT in exhaust system).
Last year we were contacted again by the Customer who stated how pleased he was with the car and how well it was running but he asked what the options were for a bit more power - obviously the turbo route would have been the simplest but he really wanted to stay with an NA performance package.
Spending a large amount of cash above the stage 2 package could get more power; the easiest option is to just increase the rev. limit as revs=Power!
However, the design brief was to keep the engine usuable on the road - he didn't want a race engine screamer that only produced it's power at dizzy heights or an engine that needs a re-fresh every year!
It's always fun designing an engine but when you realise how much money is involved it becomes quite nerve racking - you hope the advice and specs you have suggested will work well together; just because the theory and flow bench testing of the cylinder head show good gains it doesn't necessarily mean it will work in practice!
Needless to say the design brief was finalised and the engine building commenced; the parts alone come to a considerable investment and we are not prepared to give the full spec of this engine out for several reasons.
It Does have the following:
(1) Fully Forged Short Motor
(2) BLiNK 'Ultimate' Cylinder Head
(3) Hydraulic Valve Lifters
(4) Jackson racing Exhaust manifold.
(5) MX5 Parts Exhaust with CAT retained in centre section
(6) BLINK Stage 2 Throttle Bodies
(7) Megasquirt ECU
(8) Webber fuel injectors
(9) BLiNK Fast Road Cams.
The installed engine looks like this (Not the Jackson racing manifold):
The above alows further upgrades to increase the Power/Torque at a later date if the customer so wishes - it will easily rev considerably higher on the forged bottom end and the valve train has been designed with this in mind although a change to solid lifters and a different cam profile would be required.
The Engine was run in on our Dyno last week and the mapping has now been pretty much completed, here are the results:
We have to say we are pleased with this! (Please Note - HUB and Wheel HP figures are different and are NOT comparable)
A standard 1.8 (dotted lines on the graph) produces circa 90 hub HP.
We use a 1.3 conversion factor for our power figures to show what the results would be on an accurate roller dyno such as Northampton Motorsport or Corten Miller. (A BBR Super 200 package produces 150 Hub HP on our dyno - please don't turn this into another transmission loss debate - the 1.3 factor has nothing to do with transmission losses - it is used for correlation between certain roller dynos and our hub dyno. (For comparison with Autronix dyno use 1.4 x our Hub figure = their flywheel figure and for Skuzzle flywheel figure use 1.49 x our hub figure)
The power of a standard 1.8 on our Dyno is 90 Hub HP and this now has almost 165 Hub HP; if Mazda figures were/are correct that would mean this engine now has 235 BHP??
We are particularly proud that this engine produces the power & torque at very accessible levels and will not have to be thrashed to be quick! It also has 'headroom' for more (It still isn't fully run in and is on 'heavy' mineral oil!)
Our race engines gain 3-5% during their first year of use so this is the minimum power of this engine :-)
Thanks for reading
BLiNK Motorsport
Last year we were contacted again by the Customer who stated how pleased he was with the car and how well it was running but he asked what the options were for a bit more power - obviously the turbo route would have been the simplest but he really wanted to stay with an NA performance package.
Spending a large amount of cash above the stage 2 package could get more power; the easiest option is to just increase the rev. limit as revs=Power!
However, the design brief was to keep the engine usuable on the road - he didn't want a race engine screamer that only produced it's power at dizzy heights or an engine that needs a re-fresh every year!
It's always fun designing an engine but when you realise how much money is involved it becomes quite nerve racking - you hope the advice and specs you have suggested will work well together; just because the theory and flow bench testing of the cylinder head show good gains it doesn't necessarily mean it will work in practice!
Needless to say the design brief was finalised and the engine building commenced; the parts alone come to a considerable investment and we are not prepared to give the full spec of this engine out for several reasons.
It Does have the following:
(1) Fully Forged Short Motor
(2) BLiNK 'Ultimate' Cylinder Head
(3) Hydraulic Valve Lifters
(4) Jackson racing Exhaust manifold.
(5) MX5 Parts Exhaust with CAT retained in centre section
(6) BLINK Stage 2 Throttle Bodies
(7) Megasquirt ECU
(8) Webber fuel injectors
(9) BLiNK Fast Road Cams.
The installed engine looks like this (Not the Jackson racing manifold):
The above alows further upgrades to increase the Power/Torque at a later date if the customer so wishes - it will easily rev considerably higher on the forged bottom end and the valve train has been designed with this in mind although a change to solid lifters and a different cam profile would be required.
The Engine was run in on our Dyno last week and the mapping has now been pretty much completed, here are the results:
We have to say we are pleased with this! (Please Note - HUB and Wheel HP figures are different and are NOT comparable)
A standard 1.8 (dotted lines on the graph) produces circa 90 hub HP.
We use a 1.3 conversion factor for our power figures to show what the results would be on an accurate roller dyno such as Northampton Motorsport or Corten Miller. (A BBR Super 200 package produces 150 Hub HP on our dyno - please don't turn this into another transmission loss debate - the 1.3 factor has nothing to do with transmission losses - it is used for correlation between certain roller dynos and our hub dyno. (For comparison with Autronix dyno use 1.4 x our Hub figure = their flywheel figure and for Skuzzle flywheel figure use 1.49 x our hub figure)
The power of a standard 1.8 on our Dyno is 90 Hub HP and this now has almost 165 Hub HP; if Mazda figures were/are correct that would mean this engine now has 235 BHP??
We are particularly proud that this engine produces the power & torque at very accessible levels and will not have to be thrashed to be quick! It also has 'headroom' for more (It still isn't fully run in and is on 'heavy' mineral oil!)
Our race engines gain 3-5% during their first year of use so this is the minimum power of this engine :-)
Thanks for reading
BLiNK Motorsport
awesome. going to have to read again.
le sigh