![]() It was used from front-wheel drive economy applications to the turbocharged full-time 4WD 323 GTX and rear-wheel drive Miata as well as numerous other models. The route I took involved also increasing the rod ratio a little, bringing it to around 1.56 from what I remember.right at what a B18 has.this creates a lower piston acceleration relative to the engine rpm (sort of.not getting into that in this post, it changes behaviour at the ends of the stroke).but I didn't do it so much for the reliability more because it will help with high end breathing when matched with the proper cams.The Mazda B-series engine - not to be confused with the Mazda B-Series truck - is a small-sized, iron-block, inline four-cylinder with belt-driven SOHC and DOHC valvetrain ranging in displacement from 1.1 to 1.8 litres. If you are looking for increasing the revs.look into forged aluminum as the rod/piston s not as expensive as titanium, but still saves tons of mass.lb for lb forged aluminum is better than the stock cast pieces, allowing high weight savings to the recipricating assembly.overall reducing internal stress by a large margin, and allowing as much as 800-900 more rpm reliably. Just trying to point out that you shouldn't get worried at all at the stock redline with the stock internals.you will get plenty of reliable miles out of it as far as that is concerned.if anything be worried about the stock oiling system. Now this is the main point.the damage the mean piston speed does on any engine, is correlated directly with the mass of the piston/rod assembly.high mass parts will not tolerate high piston speeds nearly as well.That 3500 ft/sec being the top limit for reliability is completely false on 4cylinder engines.on a 6.0L V-8? probably.and many motorcycle engines pull nearly 5000ft/sec easily.3500 is much lower than what a well built strong internalled 2.0L engine can handle.also plenty of people have beat the piss out of an FS for over 100,000 miles, and I have not once heard of anyone saying they needed an engine rebuild because of stretched or compressed rods because of MPS wear.Īs far as only the FS: We have tiny bore pistons, that are pretty low mass in the first place, and tiny short little rods.all of which that make a relatively low mass assembly.we do have high piston speeds stock, but again its not nearly as big of an issue as some people make it to be with an engine such as ours.the most important outcome that all this means for an FS though, is that we will never see 9 grand reliably.you could do it for a one off racing engine that gets rebuilt often, but for a street car it is simply too high.Īlso an important part is the the FS-ZE's specs.in which it was determined to be perfectly reliable at 7200rpm.and you can pull that easily with the stock internals.anything much beyond that will quickly deteriorate the stock recipricating assembly, including the forged crank, that is busy wrangling the heavy ass stock internals around. One thing to bare in mind when concerning engine reliability at certain piston speeds (and hopefully everyone reading has already grasped that this is a radically different notion than the rpm of the crank) is the material of which the rods in question (the wrist pin crowning of the pistons are usually much stronger than the overall rod itself.as long as you are not using a cast piston with a forged rod.so this is mostly concerning the integrity of the rods) are constructed out of.different materials have completely different tensile strength rating, which is basically a indication of how much stress it can take before beginning to stretch, warp, rip apart, etc.certain manufacturing processes create rods that can tolerate different types of stresses. Some confusion will probably arise based on the MPS benchmarks.mostly because they are a very general assumption on engine reliability.and I have seen those ratings before, so I don't think its anything new. MPA = (rpm^2 * stroke"/2189)*(1/2A), A = ratio between rod-length-between-centres to stroke. A 1.5mm ring is beneficial over a 1.0mm ring for high-rpm. With reduced crank angles from a short stroke ring wear is reduced. Top-rings must balance high-rpm capability and wear, a thin ring allows high-rpm capability, too thin and wear becomes an issue. Bore & Stroke: 83 x 92mm (3.62" long stroke)
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