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Sarah Forst posted on October 28, 2009 16:21 
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| The FX Motorsports Development modifed block with the MID sleeves in place with the decks machined. |
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| Underneath you can see the bases of the MID sleeves. The sleeves are secure with a large machined register and sealed against coolant leaks by twin silicone o-rings. |
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| You can see how the buttresses of the MID sleeves eliminate any cylinder shifting under load. Also note how the coolant is still free to circulate around the top of the cylinders. After machining and the installation of the sleeves, the block is decked in a mill and hand lapped for optimal sealing. |
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| The cylinder walls have a finely honed surface with plateau honing for good quick ring seal. The milky look is WPC treatment. The Japanese WPC treatment helps ring seal, cylinder wall durability and greatly increases life. To learn more about WPC, read here. |
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| FX Motorsports development replaces the weak cast iron main bearing caps with these billet steel parts. The billet caps are much stronger and eliminate the bore distortion problems. |
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| The main bearing caps are nitrided for hardness on the register, you can see the black nitrided surface. high strength ARP studs are used, replacing the stock factory bolts. The block must be re-align bored after installing the caps. The locked and loaded block can now withstand over 1000 hp if need be. |
Friday, October 30, 2009 7:14 PM
i love you guys. i really miss having these tech articles in print. 3 stories about engine work in one page. and it is not hard to read at all. it just flows. i love this site and i love you guys and girls. thanks you again motoiq!!!
Saturday, October 31, 2009 7:54 AM
Why no additional displacement? That'd also help spool the turbo for better response.
Monday, November 02, 2009 6:38 AM
Totally agree with Fuji-Kun. This kind of fantastic automotive writing is something I've really been missing!
Monday, November 02, 2009 8:04 AM
This engine is built for durability, so no long stroke, too high piston speed, thick cylinder walls for support, cooling and ring seal so no big bore. This bottom end runs at over 750 hp for 20-30 minutes at a time flat out in Time Attack. Not 10 seconds down the quarter or 30 seconds to a minute in a freeway blast.
Wednesday, November 04, 2009 4:56 PM
Excellent post (as usual). But I am surprised you guys still run a wet sump ! If reliability is a key factor (which it is), dry sump should ring a bell. Any reason why you guys haven't considered that? Dry sump are expensive to piece together, but considering the fact that the FX MD is dominating the Redline Time Attack series, it's a no brainer to me. I'm curious to know why you guys haven't opted for one. Any thought? Thanks again for the excellent articles.
Wednesday, November 04, 2009 6:57 PM
The engine on the time attack car uses a semi dry sump. Two engine driven pumps scavenge the pan which feeds to a tank, de aerator. A modified stock pump then feeds the engine. This packages easier in the NSX. For this street car, the modded pan will be used with an accsump.
Friday, November 06, 2009 7:29 PM
Saturn Racer: The block was originally a 3.0L C30A which was punched out to 93mm bore which equates to 3.2L (same displacement as the C32B). Increasing the bore further can increase displacement but there isn't much room to keep a sufficient wall thickness of the sleeve. Piston speeds start to go through the roof as well as the thrust against the cylinder walls with a stroker kit. The stock 78mm stroke combined with our turbo sizing on the FX750 racecar results in an already broad powerband. Stay tuned for future articles where turbo sizing for our power levels will be covered that will ensure a very responsive setup. Billy
Monday, November 16, 2009 2:58 PM
Reading these articles about the project NSX makes me wish I could go back in time a few years and save the money I spent making my FD RX-7 my track car so that I could have put it into my NSX instead. I'm looking forward to the rest of the NSX build...thanks for the good read.
 
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