HMMM......interesting
http://www.hiboost.com/kitmmazda3.htm

 

That's some pretty impressive power, GReddy owners better watch out for that.

 

Scary...at least we still have the upper hand in handling.

 

Wonder if the 3's engine can handle 7psi consistently?

 

Considering it's the ~same engine used in the Mazdaspeed6 and the upcoming MS3, I'd say, "Yes. It can handle it just fine."

 

very cool though.

 

Don't be so sure, I'd imagine the compresion ratio is quite different as well as some other details. Take for instance the regular Impreza 2L engine, it doesn't hold up to boost very well longterm, but the 2L WRX and STi engine is quite reliable even with over 1 bar.

 

dmp,

Engines are night and day different.
The MPS 6 engine is wildly different. Not only do the internals have a different compression (they're also forged vs the standard 6i/3s's cast), but the fuel system is completely different. Direct Fuel Injection in the MPS engine, vs standard fuel injection in the 6i/3s. The DFI system acts as a "cooler" to the cylinder walls, as its being sprayed directly in. Less chance of detonation.

The MPS 6 2.3 DFI engine is a true mazda engine...the 6i/3s engine is just a 2.3 ford duratec.

The 3s/6i have an extremely long stroke (94mm) and the engine is known to have serious problems on stock internals past 9 psi. So longevity would be a concern even at 7psi.

This of course ignores the fact that the stock gearbox is extremely weak (especially 3rd gear), and has major issues right around 240 whp with things breaking like crazy. Altenburg broke the gearbox almost every single race last year in the scca challenge series. It was so bad they completely replaced the whole thing with an awesome race preped gearbox. (280bhp on the tripoint 6i)

 

287 fwhp? I hope the drivetrain can withstand that much power.

What's the Garrett equivalent to IHI's VF22?

 

...so 'pistons' and 'f-i' are 'night and day' differences? 'known to have problems' at 9psi? What does that mean?

 

Crank, rods, pistons, totally new fuel system, lower compression ratio, completely reworked tune (all low end power, no highend) (drastically different). The rod and main bearings are also different. The whole bottom end was reworked.

MPS engine also makes peak power at 5500 rpm, even though the redline is 6700. (peak torque at 3000). (Thus reducing the stress on the rods)

The MPS 6 also has a larger radiator (unconfirmed) and an oil cooler (confirmed).

Known to have problems...the rods snap, bend, leave the block, see 350Z. Focus forums if you want to research the block.

Here's a nice article on the differences between FI and DFI.
http://www.mitsubishi-motors.co.jp/i...GDI/page5.html

 

thanks!

 

DFI is pretty awesome...but what the articles fail to tell you, is its effect on the aftermarket.

DFI systems require some careful selection of injectors, as pressures are significantly higher then a standard system...thus its much more difficult to just swap things around and retune due to a significantly smaller availability of parts.

It is a far superior system though. So many advantages.

 

Uh, they are both Mazda engines basically from the Ford block, but Mazda engines. Only the MS6 2.3 is reworked to accept the turbo and DFI. That doesn't make the regular 2.3 any less than a Mazda engine.

I would really like to see someone adopt the Cosworth package being that it makes the same amount NA, then turbo it

 

Ya your right. They're both the 2.3 duratec block. I'd rather be NA myself and have the 8500 redline .