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Author Topic: 94 mx-3 parts questions  (Read 6686 times)

stinkweed

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94 mx-3 parts questions
« on: September 09, 2011, 12:46:00 AM »

I found a 94 Mazda MX-3 at the local salvage yard with a 1.6L. I noticed that it had a different intake set-up. The intake and throttle body flow from the side near the brake booster similar to the 1.8L engine vs the over the valve cover intake system that our Capri's have. Does anyone know if this intake/plenum and cyl head flow better than the Capri B6? The engine also has a serp belt pulley system and a steel tube header exhaust. Maybe swap the entire head assy? I'm also wandering about the 5spd trans and axle combo. My research shows that the mx-3 has a 28 spline tranny with 26 spline hubs and a hydraulic slave cyl. I'm thinking of trying another driveline swap since the Escort GT parts didn't work out.(FYI = 1.8L Escort/Tracer hubs & axles can be retrofitted to our Capri's but made my car handle terrible and caused tremendous torque-steer. The geometry of the hubs is just wrong for our cars.) What do you guys think of using MX-3 parts? Thanks.  :cool:
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Rocketman

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94 mx-3 parts questions
« Reply #1 on: September 09, 2011, 04:10:00 AM »

The had has to be swapped in order for the manifolds to work from the MX3, the MX3 uses a B6DE which has a revised head. It's supposed to flow a little better than the regular DOHC head.

I want to say the 1.6L MX3 has an F-series transmssion, which IMO would not make it worth swapping as it gains nothing over the stock Capri transmission.

The 26-spline outers mean that the MX3 axles will not fit into the capri hubs. IIRC the MX3 is a BG chassis so you'll run into the same issues as with the Escort hubs (also BG chassis)

What all did you swap in from the Escort?
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stinkweed

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94 mx-3 parts questions
« Reply #2 on: September 09, 2011, 07:48:00 AM »

Thanks for the info on the head. I may go and get the whole head assembly just for a project.I drive an N/A but my engine has some modifications already done to it. I had the head race ported & polished with knife edged runners and a 3 angle valve job. The intake was gasket matched to the modified head and I built a custom steel tube header for it. The exhaust runs through 2.25" pipe with a performance hi-flow cat. The engine runs much better than it did when stock but it's nowhere near what you guys can do with a turbo. I want to convert the car over to a G series tranny with a hydraulic clutch and aluminum flywheel. I tried a tranny from an escort gt but the axle angle was wrong and I couldn't get a RH cv shaft set-up to work. I converted my car over to escort gt hubs and made some custom axles using kia,mazda, and escort parts and used my original tranny but the car handled terrible and the torque-steer from the lh axle was bad. I was trying to get away from a nagging wheel brg problem and go with a solid brg/hub design but haven't found a solution yet. I was hoping that the mx-3 had a G series tranny but I think your right about it being an F series. Guess I'll have to keep looking. Thanks again.
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Rocketman

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94 mx-3 parts questions
« Reply #3 on: September 09, 2011, 11:33:00 AM »

I'm not sure what all is involved with the B6DE head swap, there was a guy on FordFestiva.com that did it & then later sold the car. It may be a bolt-on, or it may require custom work, I don't remember.

The hydro G-series from the escort has a clocked bellhousing, it is indended to tilt the engine forward 15°. Trying to keep the engine upright will put the differential way out the bottom of the car. You might be able to get it to work by making a custom passenger motor mount, and a set of XR2 axles. (I think the Escort might use the same 26 spline inners? if not you may be able to make a hybrid set)

For what it's worth I have two XR2 G-Series transmissions for sale. One has 34k miles, the other 180k. Also have a cable pedal assembly somewhere.

If you are having chronic bearing issues, check out your preload spacers.
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Chicken

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94 mx-3 parts questions
« Reply #4 on: September 11, 2011, 09:20:00 AM »

The MX3 dohc isnt an upgrade. And it was fitted with triple the emissions controls. Its easiest to use either Capri Tranny and a Turbo or a BP. You are already flowing more than most B6Ds.

The F transmission is a great transmission if driven properly.  I'm certain it can flow 150hp.  It is much lighter and performs nioticebly quicker.  Its disheartening that it gets bashed so often.

I would suspect your hybrid drive shaft to be a primary suspect in your steer and bearing issues.  The later spindles' geometry is a non issue for the chassis'.

AWD owners choose to update the entire drivetrain and powerplant for power but also availability reasons. AWD people also like the later bearings since AWD tends to need more servicings in a given time, but it seems using the later system is to your disadvantage.

The MX3 DOHC head WILL NOT swap into the Capris' B6V engine. I am very interested to see the source where someone is said to have achieveed this feat!


 
hth
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Rocketman

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94 mx-3 parts questions
« Reply #5 on: September 11, 2011, 11:46:00 AM »

Quote
The MX3 dohc isnt an upgrade. And it was fitted with triple the emissions controls. Its easiest to use either Capri Tranny and a Turbo or a BP. You are already flowing more than most B6Ds.
The MX3 B6D was the newest of the B6 series IIRC, and it's head is supposed to flow more than any of the previous versions. If it flows more, how is it not an upgrade?

 
Quote
The F transmission is a great transmission if driven properly. I'm certain it can flow 150hp. It is much lighter and performs nioticebly quicker. Its disheartening that it gets bashed so often.
The F-Series feels "quicker" because it has a shorter final drive. (4.10 as opposed to 3.85) It isn't built for power. The gears, casing, and differential are all very weak. Festiva guys blow them all the time with a stock B6T or n/a BP swap (both in the 130hp range). Time & time again it has been proven unable to handle the power - I believe that's sufficient reason for bashing it.

 
Quote
I would suspect your hybrid drive shaft to be a primary suspect in your steer and bearing issues. The later spindles' geometry is a non issue for the chassis'.
It's clear you don't know much about the BG chassis. The suspension components themselves are a total of 4 inches wider than the BF chassis. I believe the OP was referring to problems with his OEM bearings, not with his setup post-conversion.

A member of ClupProtege (user "DeeAOne") swapped in BG spindles and had massive caster/camber issues, the mounting points & geometry are significantly different. So yeah, I guess that's a "non-issue"  

 
Quote
AWD owners choose to update the entire drivetrain and powerplant for power but also availability reasons. AWD people also like the later bearings since AWD tends to need more servicings in a given time, but it seems using the later system is to your disadvantage.
Where are you getting this info??? There's been numerous BPT swaps, with or without the BG transmission, but only a handful of full drivetrain swaps. And most of these guys did so for the 5-lug bolt pattern. It's a lot of work to get the correct geometry with BG suspension in a BF chassis. Can you please cite some sources?


 
Quote
The MX3 DOHC head WILL NOT swap into the Capris' B6V engine. I am very interested to see the source where someone is said to have achieveed this feat!
Please tell that to member "B6T" of FordFestiva.com He made a hybrid B6T using an MX3 head on a B6T bottom end, with a B6T turbo manifold & MX3 intake. Here's a picture of the MX3 head & manifold in his Festiva:
 
Here's a link to a post describing what he had to do to get the MX3 head bolt up:  http://www.fordfestiva.com/forums/showpost.php?p=194879&postcount=13

So, YES, it will bolt up, apparently with some minor work with the head's oil passages at the head/block interface.

Can you explain why you are calling the Capri engine a B6V? As far as I know it is still considered a B6D, I've also heard B6DE. Please clarify for me.
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Rocketman

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94 mx-3 parts questions
« Reply #6 on: September 15, 2011, 05:14:00 PM »

Can you explain why you are calling the Capri engine a B6V? As far as I know it is still considered a B6D, I've also heard B6DE. Please clarify for me.
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Chicken

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94 mx-3 parts questions
« Reply #7 on: September 15, 2011, 09:43:00 PM »

I've never seen a flow number for the MX3 head.  Have you? Looking at the heads closely, I say the mods on the intake are more an aid to manufacturing. I don't see better flow in there.  What did you see?

The F series feels quicker because it requires less power to operate.  The final drive makes the car feel quicker, not the transmission action.  I have always loved the Festiva community. I say with respect to us all that people in general can be challenged with sorting out alot without being required to care closely about transmision life.  Mazda confidently fitted the F series to a B6 that did put out 130hp from the factory in the Japanese market.  Mazda also gave us smaller turbos and shorter fifth gears.  Blowing something up is not because it was weak.  Bash the foot not the machine.

quote:
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It's clear you don't know much about the BG chassis. The suspension components themselves are a total of 4 inches wider than the BF chassis. I believe the OP was referring to problems with his OEM bearings, not with his setup post-conversion.
--------------------------------------------------------------------------------

Is that a Jab? None was mentioned about the BG chasis until you made a vehicle of it for your jab (pun intended).

You think the BG Suspension is wider than the BF chasis?

If I misunderstood the op I hope they understand my intention to help not attack their ingenuity.  I dont have all the time I would like to to understand the specific issue "DeeAOne" had.  I know that changing the spindle alone will not compromise the geometry for the BF chasis beyond where any normal alignmant procedures may be in order as is typical.

Do you know how the spindles measure out, or the differences if any?  I do and see it as a non issue.  

And no Sir, most people do not swap to the BG AWD drivetrain for 5-lug.  Those are even less available, not more available.  Where did someone tell you its alot of work to attain base geometry when swapping what?  More work than the usual ABC?  Yes, please cite some sources.  


The B is a Block Family. The number is the size.  After that there is a lot of repeated and repeated references, hence it is "considered" regardless of factory designation.  The component group is the V..whatever S..whatever C, 8, 9, 05 etc.  Mazda made a slew of engines (never mind Kia) that are different but everyone wants to call them B6D E I E I O.

Thanks for the link.  Love the Festi guys! As per modifying a block or a head to "swap" it on ...sure THAT can be done if thats what a "swap" is by the new concensus. I understand that Cams swap wheras filling oil galleries to make something work is not a swap in my book.  Brake Calipers, manifolds, Pumps, Alternators all swap.  Maybe even swap all the pulleys for the later belts, but no mods are needed.  Of course you've morphed your wording from "swap" to "bolt up".  There are alot of things that bolt up, just ask ebay.

Interesting manners employed here to try and learn from others.   What about accuracy and knowledge over repeatedge?  

Its late here, and I'm sure its later where you are.  Call me sometime if you feel like hollaring may help.
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