It's decided - unless you can talk me out of it

[Guest Anonymous]

Thanks to everyone for the help with the gearbox selection and rear end ratios. I’ve decided to go with the E21 3.45, 50% lockup LSD rear end and the CR gearbox. Mated to that will be a 2.XXXL, S14 cranked, forced induction, MegaSquirted block. I’m leaning on 90mm bore but have not ironed down the actual bore, piston choice or compression ratio. I’m hoping someone else out there has a similar setup who can provide some feedback on gearing. With a supercharger I won’t need quite the revs as a turbo however I’m still worried that the 3.45 is the wrong choice. Will the extra displacement (maybe .2 or .3L) and a hopeful 200ish HP be enough to power a 3.45 rear end?

TIA

[Guest Anonymous]

Give some thoughts to rods (and length) and piston configuration. Forced induction can actually benefit from a low rod / stroke ratio.

If you do it right a stroked m10 with turbo and efi should yield 250hp minimum and still be a blast to drive on the street.

[Guest Anonymous]

I've been doing a lot of research and was considering keeping the 2.0L crank or even looking into a 1.8L because forced ind. likes the short stroke. However, I'm not looking to build a motor that as CD referred to a few weeks ago "won't idle under 4000 RPM" I am concerned though that the longer S14 stroke won't do the motor any justice. Also do you really think that 250ish RWHP is possible with a 2.2-3-4ish supercharged?

[Guest Anonymous]

I have driven in a modern 2.0 m10 turbo in the 300 HP range. Very driveable.

The cost of adding the 84mm crank is probably not worth it.

But if you are going to look at rods and pistons everything is possible.

The issue is not just stroke but also rod/stroke ratio.

Long stroke short rod also works great.

[Guest Anonymous]

I have driven in a modern 2.0 m10 turbo in the 300 HP range. Very driveable.

The cost of adding the 84mm crank is probably not worth it.

But if you are going to look at rods and pistons everything is possible.

The issue is not just stroke but also rod/stroke ratio.

Long stroke short rod also works great.

That's good news about the drivability! I own the S14 crank and have a block/timing cover that has already been machined so it's an option on the table for now. I don't need a formula one car but I do want something fast and fun. I'd stay between 225-250HP to gain an extra 100K miles of engine life and 5ish MPG. Honestly I would think that 300HP may be a little much.

Where can I learn more about rod/stroke ratios, forced induction combustion chamber shapes, managing exhaust on supercharged cars, etc???

At this point it's not about the money. I think I've already gone down the road where what I want = buko $$$$. I'd rather do it professionally. I want people to say WOW when they look under the hood (instead of looking like a rat's nest of a hack job) and I also want FUN drivable power. My reality is that the money is already spent even if I don't have the parts because we all know what these cars do to us.

Thanks for the help I feel like i'm making progress

[Guest Anonymous]

There was a s14 stroked m10 with motec and a turbo for sale last year. Car left a lot to be desired but engineering on engine seemed sound. You could ask that guy.

I think his name was Kurt

KEP2005@verizon.net

[Zenon]

At this point it's not about the money. I think I've already gone down the road where what I want = buko $$$$. I'd rather do it professionally. I want people to say WOW when they look under the hood (instead of looking like a rat's nest of a hack job) and I also want FUN drivable power. My reality is that the money is already spent even if I don't have the parts because we all know what these cars do to us.

Here's something to aspire to, perhaps:

This car belongs to an older fellow (name was Max?) from near Seattle. Really beautifully-done high-po car, great workmanship on all the go-fast mods in addition to the cosmetics. Fellow did all the mech and fabrication work himself. He said it made ~300HP. He used SDS EFI/ignition, but then these pics are from four years ago. Megasquirt is definitely the way to go now, IMO. Sorry, no other info.

regards,

Zenon

[Jack]

My turbo motor was built with stock rods/pistons (6.9:1), with the Garrett T03 turbo. Approx 200hp. 3.36 rear end. Boost is in at 1500and it's time to shift by 5800rpm. Build it for what you want it to do. As you probably all ready know, the problem with the high, high hp is that you start twisting rear ends (ask Pat) and the brakes need an immediate and significant upgrade. A 200hp '02 is a pretty sweet ride, in a very driveable 2,100 lb. package. Zoom, zoom, zoom man. I've thought about doing the 5 speed conversion, but I'm going to go with the OD5 when I do it. The CR is fine on higher rpm power band cars, but with my turbo motor, I'd just be chopping up the power band and that .81 ratio on the hwy looks pretty good. Can't wait to see how it works out for you.

[Guest Anonymous]

that's exactly what I'm after. i already own and drive an 02 that's in pretty good shape so now it's on to building another one. acquiring a shell, restoring a shell, stiffening chassis, building motor, etc. i'm using my car as a sort of test vehicle for things like gearboxes, rear ends and suspension setups but without that much power i don't really know what i'm going to have until it's done.

That is the clean professional level that i am going after though. every deail attended to.

for now i need to worry about more important things like building an engine!

[peteinjp]

No expert here and have never done any of this but the idea behind the close ratio box would be to keep the revs up in the most powerful part of the rpm range. If you spread out the range with the turbo then you'd save time needed to shift- no? The general rule of thumb seems to be to gear the dif for top speed and gear the tranny for the power curve. Like I said I am no expert. I'm looking into close ratio possibilities for my tii currently so I have been doing some reading. I'd check in with the guys over at s-14.net that are running 200-300 hp motors with and without turbo and see what they say about it.