SPEED PERF6RMANC3
SP63 Stage 2 Built Short Block For Mazda MZR-DISI 700hp+
MSRP:
$5,400.00
$5,292.00
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SPEED PERF6RMANC3
SP63 Stage 2 Built Long Block For Mazda Mazdaspeed MZR-DISI Rated 700hp+
MSRP:
$7,450.00
$6,500.00
(You save
$950.00
)
- SKU:
- MZR-S2BLB
5 customers are viewing this product
SP63 Stage 2 Built Long Block For Mazda Mazdaspeed MZR-DISI Rated 700hp+
MSRP:
$7,450.00
$6,500.00
(You save
$950.00
)
**CALL FOR ETA**
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SP63 Stage 2 Built Long Block
If you're looking to own a high horsepower weekend street car or even race car, then our Stage 2 Engine Build is exactly what you're interested in. Our Stage 2 engine build contains Mahle 2618 pistons which have a 1.2mm Nitrided top piston ring to handle high heat and extremely high cylinder pressure commonly seen in high horsepower 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 of 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 micro-welding. 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 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. ACL Tri-Metal Rod bearings are then paired with the H Beam connecting rods which can endure high loads and high revs. Clevite Tri-Metal Main bearings are also used in the Stage 2 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.
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. On the Stage 2; the crankshaft, crank pulley and sprocket gears are keyed. This is to ensure that timing doesn't slip, as it tends to happen when making over 500whp using the OEM friction washer approach. 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 are replaced with ARP2000 Main Studs which are perfectly capable of handling over 1000 WHP.
The OEM Valve Train is upgraded with 85lbs Beehive 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.
To keep it all together and make sure there is absolutely no head lift, we utilize our Custom Age 625+ 10mm Head Studs. These head studs have an outstanding U.T.S (Ultimate Tensile Strength) of 280,000psi. Compared to the ARP2000s, which only have a U.T.S of 220,000psi. The CA 625+ Head Studs with our new Superseal Service helps you sleep at night knowing your head will never lift under high loads.
For maximum clamping pressure, on all Stage 2 engine builds and up, Speed Perf6rmanc3 O Rings the Cylinder Head to provide a tight seal around the Fire Ring area. O ring means a small groove is cut into the Cylinder Head. This setup is highly recommended when running over 30psi of boost pressure.
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Products included in the stage 2 long block package: Rated 700hp+
- Mahle 2618 Pistons
- Manley H-Tuff Rods
- SP63 625+ Custom Age Head Studs
- ARP Main Studs
- ACL Tri-Metal Rod Bearings
- ACL Tri-Metal Main Bearings
- Modified crank w/ Teardrop-shaped cavity
- Keyed Crankshaft
- O ring
- BSD Kit
- Upgraded Heat-treated Intake VVT
- Timing Chain Guides
- 85lbs Beehive Valve Springs w/ 7* Lock Conversion (For higher rev)
- Optional Vertical Gas ports
- NEW SP63 Upgraded Timing Kit (Found here)
Here are the brand new stock replacement items included in the price:
- SP63 Upgraded VVT Actuator
- Timing Chain
- Cam Frictions Washers (2)
- Oil Pickup
*If you would like to modify this engine build package, feel free to contact us at sales@speedperf6rmanc3.com*
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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 36mos. More details can be found on our warranty page HERE
*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
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Returns Policy
You may return most new, unopened items within 30 days of delivery for a full refund. We'll also pay the return shipping costs if the return is a result of our error (you received an incorrect or defective item, etc.).
You should expect to receive your refund within four weeks of giving your package to the return shipper, however, in many cases you will receive a refund more quickly. This time period includes the transit time for us to receive your return from the shipper (5 to 10 business days), the time it takes us to process your return once we receive it (3 to 5 business days), and the time it takes your bank to process our refund request (5 to 10 business days).
If you need to return an item, simply login to your account, view the order using the "Complete Orders" link under the My Account menu and click the Return Item(s) button. We'll notify you via e-mail of your refund once we've received and processed the returned item.
Shipping
We can ship to virtually any address in the world. Note that there are restrictions on some products, and some products cannot be shipped to international destinations.
When you place an order, we will estimate shipping and delivery dates for you based on the availability of your items and the shipping options you choose. Depending on the shipping provider you choose, shipping date estimates may appear on the shipping quotes page.
Please also note that the shipping rates for many items we sell are weight-based. The weight of any such item can be found on its detail page. To reflect the policies of the shipping companies we use, all weights will be rounded up to the next full pound.
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Nam tempus turpis at metus scelerisque placerat nulla deumantos solicitud felis. Pellentesque diam dolor, elementum etos lobortis des mollis ut risus. Sedcus faucibus an sullamcorper mattis drostique des commodo pharetras loremos. Donec pretium egestas sapien an mollis. Suspendisse vestibulum lectus in lectus volutpat danos dapibus purus pulvinar.
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