**ALL ENGINES ARE ON A 6-9 WEEKS LEAD TIME**

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SP63 Stage 1 2.5L Built Long Block

Are you looking for a reliable 500whp build, but don’t have access to E85? Well, we have the solution for you! Our Stage 1 2.5L engine not only provides great efficiency, but also allows you to make the 500whp you desperately want with very little effort. As example, typically the Mazdaspeed engine requires an E50 mix w/ Port Injection at approximately 29lbs of boost. With our 2.5L build, with cams added, we saw you can make up to ~580whp using just 93oct w/ Port Injection on 23-24lbs of boost. Isn’t that crazy?!!

A Stage 1 engine package will be perfect for those who are looking for a high performance daily-driven street car. Stage 1 engine build contain SP63’s Custom Mahle 2618 pistons which have a 1.2mm Nitrided top piston ring to handle high heat and extremely high cylinder pressure commonly seen in Direct Injection engines. The patented HV385 supersonic thermal spray process is applied to the top ring for superior bonding, increased durability and increased scuff resistance. In addition, the second ring is also 1.2mm but reversed twist taper faced made of cast iron. The third ring is a standard tension oil control ring. The piston’s wrist pin is an H13 Tool Steel material, which is not your standard Premium Chrome Moly nor your 9310 material. These pistons from Mahle have hard anodized ring lands to prevent galling and microwelding. The GRAFAL skirt coating itself helps reduce drag, scuffing, friction and cylinder bore wear which is something you cannot find on any other manufacturer’s pistons. The phosphate coating that gives off the grey appearance to the pistons provides a lubricant film in the pin bores and ring grooves. This will benefit you when there is a lack of lubrication such as on cold starts. Pistons are modified to reduce LSPI (Low Speed Pre-Ignition).

The 2618 pistons mated with SP63’s Custom Manley H Tuff rods make the perfect “M&M” combination. These Connecting Rods are manufactured from 4340 forgings. They are also Heat treated, stress relieved, shot peened and 100% individually magnafluxed. The “M&M” combination has been our proven combo to hold great power reliably for over a decade. King Tri-Metal Rod bearings are then paired with the H Tuff connecting rods which can endure high loads and high revs. King Tri-Metal Main bearings are also used in the Stage 1 package, which also are capable of withstanding very high loads for extended periods of time. Their load rating is more than 2000 psi higher than the Bi-Metal bearings and are compatible with all types of steel crankshafts.

The OEM Valve Train is upgraded with 50lbs Valve Springs vs the OEM which only offer 38lbs spring force. This offers better high RPM stability for the Valve Train under high boost and increased camshaft lift. OEM VVT actuator is modified to the pin areas for high RPM stability to prevent cam-timing runaway; meaning the ECU's request for intake cam timing at high RPM will always be met.

There is also an option for our Upgraded 50* VVT to provide more efficiency and reliability over the OEM, which only advances up to 36* max. This is also paired with a thicker timing chain to alleviate timing chain stretch, which is a common issue found in the Mazdaspeed community.

Another great service that we offer is the teardrop-shaped cavity machined into the Crankshaft assembly itself to improve bearing lubrication. In order to get extra oil to the rod bearings, we create a teardrop shaped cavity to the crankshaft’s main oiling holes. We then delete the Balance shaft with our BSD kit. This reduces parasitic drag to the crankshaft freeing up horsepower and also allows your engine to rev more freely. The only side effect to this is slight increase in engine vibration transferred through the chassis. The OEM Main bolts, which are perfectly capable of handling 500whp, are replaced with brand new ones.

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Products included in the Stage 1 Long Block package: Rated 500hp

• SP63 Mahle 2618 Pistons
• SP63 Manley H-Tuff Rods
• SP63 625+ CA Head Studs
  
• OEM Main Bolts
• King Tri-Metal Rod Bearings
  
• King Tri-Metal Main bearings
• BSD Kit
• Upgraded 50lbs Valve Springs
• NEW Mazda 2.5L Block - We need your 2.3L DISI as a core to return to Mazda
  

Options Available:

• SP63 Stage 3 Camshafts w/ 85lbs Valve Springs (Required for 500whp on pump gas)
• SP63 Upgraded 50* VVT Timing Kit (Found here)
• Keyed Crankshaft w/ Pinned Cams

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SP63 Custom VVT Kit | Mazda MZR DISI

Advancing the intake camshaft is common practice at lower RPM’s to help increase torque output of the engine where it is normally lacking. Advancing the intake camshaft shifts the valve opening time to begin earlier for the piston’s intake stroke which helps fill the cylinder with more air than it normally would without the advance. This increases low end torque and also spools the turbocharger faster. VVT Advance is normally set to maximum advance at low RPM’s and tapers down to 0 advance by midrange RPM (usually around 4500 to 5000 RPM) where the advance is no longer needed and would actually hurt power output. Vehicles with upgraded turbochargers that have noticeable lag benefit most from using maximum VVT advance in the lower RPM’s to get the turbocharger to spool up as quickly as possible especially for street driven vehicles. 

Our upgraded VVT Actuator allows your Mazdaspeed vehicle to advance the camshaft up to 50 crankshaft degrees (25 camshaft degrees) along with a much stronger timing chain that is extremely robust and doesn’t stretch as easily as the OEM Mazda timing chain does! These additional 7 degrees of camshaft advance allows your larger turbos to spool up even faster and bring the torque curve in further to the left of the RPM Range. This improvement in low end response is best witnessed when running aftermarket camshafts with higher duration where low rpm power/torque is typically compromised for higher RPM power & efficiency. Being able to advance the intake camshaft to 50 crankshaft degrees helps bring back the lower RPM grunt & spool up that was lost due to upgraded camshaft profiles.

The OEM Mazda VVT Actuator allows the intake camshaft to advance up to a maximum of 36 crankshaft degrees. The OEM Mazda Actuator is mechanically limited to this amount of advance. Nothing else can be done through tuning to advance the camshaft any further even if you set the target VVT advance to more than 36 degrees. The ECU will attempt to achieve a higher value, but the OEM Actuator is mechanically maxed out from advancing any further.

Lastly, the improved chain design used in order to run this VVT actuator makes the job well worth it because this chain design is not prone to stretching easily as the OEM Mazda chain is. We have seen OEM Mazda chains stretch with as little as 20,000 miles on high power Mazdaspeed vehicles. With the stronger and beefier chain used in conjunction with this VVT, we have seen engines with 80,000 miles making 700+ WHP that are still running the original chain and have not stretched.

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Machining Process

Your used engine will go through the entire machine shop process to ensure it meets the highest specifications and tolerances. We first put the engine through our teardown process to properly inspect and clean all engine parts in our hot tank. Then the engine is inspected using a magnaflux system in-house. If any failure is to be found, you will be contacted. The block is then bored and plate honed using a torque plate. Final clearances are checked and the block goes through a final cleaning to make sure there are no debris left over from the machining process.

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Assembling Process

The cylinder head is then fully inspected separately by pressure testing and magnafluxing to ensure there are no cracks. Valves, Valve Guides and Valve Seats are also examined for excessive wear. In addition, the Cylinder head is carefully checked for warpage. This includes the block deck, intake deck & exhaust deck. After passing the examination process, the Cylinder head is milled and then reassembled while lapping the Intake & Exhaust valves for proper seating. We install Viton Valve Seals for maximum oil control and seal durability throughout the entire rpm range.

After the head is fully assembled, we then proceed with setting the Lash for the Valves. This is a crucial element in the process as it's what ensures that the valves in the head open and close accordingly with the correct clearance.

Piston to wall clearances are re-checked to reduce the amount of contact area against the cylinder wall when the piston "rocks over" during the transition from T.D.C (Top Dead Center). The Long Block is reassembled then it goes through our heat-cycling process. This will bring the engine itself up to Operating Temps (200*F) to re-torque the cylinder head studs once they endure a heat cycle.

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Shipping

All long blocks have a fixed shipping price of $700, short blocks is $450. Price is to the contiguous USA only.

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Core Charge
Details on the core charge can be found HERE

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Warranty
Every SP63 engine now comes with a 12mos, 12k mile limited warranty. More details can be found on our warranty page HERE

*2.5L Block does not work w/ the Mazdaspeed 6 - please call for inquiries*

 *When choosing to buy a "New OEM Long Block" a valve cover will not be supplied w/ the engine*

Please send in your valve cover if you chose the option to powder coat