Step by step . . .

[Mike Arman]

>From: JShadzi at aol.com

>Subject: Re: 160Hp from a N/A 4000CSQ?
>
>Jesse, IMO the figures on the Blau site are pushing it a bit, 160 is in the=
> ball park for a well breathed on 2.3 10:1 motor as Ben mentioned.   A good=
> port job, bigger valves (40mm intake), 270 cam or so, triple downpipe ala =
>4kq, 2.25-2.5" exh, free flowing filter (I know, but I think it makes a dif=
>ference when you're trying to squeeze every amount of flow.  I don't think =
>boring out the TB will do anything, its plenty big on these cars.  Oh yes, =
>I port the lower runners of the intake, blend the inlet of the TB (in the m=
>anifold), and port match the ports.  No need to touch the exh. manifold, no=
>t much you can do to it anyway.  Igntion is good as is, just advance a litt=
>le, run 91/92 and make sure all parts are clean and new.  This motor should=
> put out a solid 150 crank hp and rev cleanly to the revlimiter about 6800r=
>pm.  Anything more would require a 2.6 bottom end, at which point about 170=
> is possible with much more torque.
>
>HTH, lemme know if you have any questions.
>
>Javad
>80tq.com


Well I do . . .

Starting with a bone stock 108 HP 2.1 liter NA engine in an 86' 5000, what
would you do to get to the following power outputs? (Assuming I'm not
asking for any major trade secrets.)


120 HP?


130 HP?


140 HP (probably the limit for this engine and still be usable as a daily
driver which also doesn't demand a strict diet of aviation fuel.)?


How many of the needed parts could come from the pic-n-pull (like an NG
head, for instance)?


I'd sure like to have 125 hp for not a lot of money (unless I'm totally
dreaming).





Best Regards,

Mike Arman