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Found 5 results

  1. Hi guys I'm putting some feelers out, i have a 1990 mazda 626 GT with a fe3n engine, leather and a genuine TWR (Tom Walkinshaw Racing) body kit from mould 1. I'm thinking of breaking the car or selling complete as i can no longer have the time or money that it deserves, the car is a complete very clean car, since I've had it i have repaired most of the rust and removed the interior ( still have all the parts). The body kit is very rare to see, especially complete with both front and rear bumper, side skirts and spoiler, this does need a few repairs but if i get enough interest i will repair them and primer them ready for the next owner, also the car has a full leather interior this includes door cards, rear cards, front and rear seats all in good condition for its age. the engine is a 2.0lt 16v FE3N engine very strong very powerful and very tuneable, the car runs very smooth and drives superb, the 17" 3 spoke wheels have a few curb marks but are missing the centres (lost by previous owners). i have uploaded some pictures of the car i found online several years before i had it and in its current condition. finally thanks for reading any offers or interest, questions please ask. kind regards lewis
  2. Current DD/Project 1991 MX-6 LX W/ Turbo swap _Mods_ Engine: -Performance Dual Valve Springs -Bosh DRI GT injectors -Walbro 190LPH Fuel Pump -ATX throttlebody with thermo spacer -EGR Block Off Plate -A/C Delete -Aluminum 2 Row 'custom' Radiator -Aluminum Lightweight Crankpulley -100% Emissions, PCV, EGR and Vacuum Rail Delete. -MSD Blaster 2 Coil Conversion -NGK Wireset, NGK Plugs -Spark Plugs/Wires Thermo Insulators Drivetrain: -Stock N/A Trans -Previous owner replaced clutch with OEM equivalent, I have not upgraded yet Turbo: - VF12/VJ11 Hybrid. VF12 Turbine, center section and compressor wheel, VJ11 Turbine housing, machined out to fit VF12 Turbine LINK -HKS Hardpipe kit, HKS SSQ Black Series BOV (Likely a knockoff) -Custom 2.5" O2 housing -Custom 2.5" Downpipe With Side Exit -OEM Intercooler Suspension: -25MM Wheel Spacers -16" Mitsubishi Ecplise wheels W/ 225/50/16 Cheapish Tires -AWR Trailing Links -Ground Control Coilovers -KYB GR2 Struts -Custom "Dutch" FSTB, OEM GT RSTB -OEM GT Rear Lower Tie Bar -89' Probe GT 18MM Rear Sway Bar -Energy Endlinks, Sway Bar bushings -Ebay Slotted Front Rotors W/ Ceramic pads MISC: -Autometer Vacuum/Boost Gauge -Innovative LC-1 Wideband/Gauge -Generic Sunpro 3 Gauge pod; Coolant-Volts-Oil Pressure -HKS Turbo Timer -ZKW Foglight Grill -Grant GT Steering Wheel -Generic 4PT racing Harness -Whistler Radar Detector -1080P 60FPS Dashcam -Manifold, O2 Housing and Turbo Center Section Painted 1000F Black -Valve Cover, FSTB and VAF Painted "Grabber Green" -Brass Shifter Bushings -Custom VAF Harness Extension Weight reduction: -Front Bumper Crash Bar and Support Removed -From the Front Seats Back, All Interior Removed -Battery Relocated to Rear of Trunk -A/C delete, Cat Delete General Maintence: -Gates Timing Belt, Tensioner, Idler -Disty Cap, Rotor -Fuel Filter -Wix oil Filter, Mobil1 5W30 -Felpro Valve Stem Seals -Frequent Alignments -Always filled up with Shell V-Power 91, Never Over Half a Tank, Save Weight
  3. ****Disclaimer Part 1**** I am not a certified mechanic, or an automotive expert. I am simpy someone that has ONLY owned an F2 or F2T engine car, and because of that, I happen to know a lot about it, and how to mess with it. Everything I have done is an experiment, a guess or an outcome of hours sometimes days or weeks or months of research. Multiply this by 6 years and I start to think I'm pretty good at it. I could always be wrong, forget something, or need to be corrected. ****Disclaimer Part 2*** If you question the health of your engine (leaks, drips, shakes, shimmys, bumps, knocks, pings, pongs, creaks, squeaks, squeals, rattles, taps, ticks, tocks, dings, dongs, unexplained smells or smoke DO NOT TURBO, FIX IT FIRST DUMMY!!! Hello! So you have a non-turbo 88-92 Mazda 626, MX-6, or ford Probe, and want to swap the turbo parts from a GT to make your car faster and cooler. Lets begin with what a GT F2T comes with that makes it a GT, (not necessarily what you NEED, but simply what makes it different than the F2) -Engine block (same shape and design only difference is extra nipples near the turbo for oil and coolant feeds/returns and different piston compression ratio) -Oil dipstick -Cylinder head (exhaust valves are heat treated, that's it) -Turbo, exhaust manifold, EGR pipe, intake pipes, charge pipes, intercooler -GT injectors (square plug for 88-89, oval plug for 90-92) -GT ECU (computer unit), that means the engine harness is different as well -Distributor, ignition system -Knock sensor (back of block) -Oil cooler, has coolant lines running to a sandwich plate the oil filter screws onto -Flywheel, clutch, c/v axles, transmission (all different from a non-turbo) and that includes engine and transmission mounts -Front wheel hubs (to support the different spline count on the GT c/v axles -Oil line that feeds the turbo (comes from back of the block, to the right of the oil filter) *two pieces* -Hard coolant pipe (wraps around front of block), has an extra nipple for turbo coolant hoses. On top of all that, the F2T has lower compression pistons than the F2, to allow for safer boosting and makes it literally fool proof (or very close) "But doesn't that mean if I turbo swap my non-turbo, I will make more HP than the F2T?" YES, much more. I will get to that soon. Ok, so your probably saying "wow, that's a huge parts list." Yes it is, BUT remember I said this is just what makes a GT, a GT. Not necessarily what you NEED to turbo swap your F2. "I'm not made of money, what's the bare minimum I need to turbo swap?" Hey, you're preaching to the priest on that one, I turbo swapped my F2 over night, with the absolute bare minimum, with a final cost of a little over $100 (the turbo was $90, so you probably see where I'm coming from lol) Minimum GT parts to make your non-turbo F2 Mazda into a F2-T: -Manifold, turbo, O2 housing, EGR pipe, exhaust downpipe -All intake pipes and clamps, including intercooler and OEM bypass valve unit -Metal oil line feed line (two pieces) from back of block, including the banjo bolt with the hole in it, and crush washer -**Injectors (higher flow rate than the non-turbo)** -Oil dipstick -Vacuum/boost gauge -Wideband tuning kit for reading air/fuel ration, and allowing you to PROPERLY tune your engine (I'm probably forgetting something, so I'll fix this if I remember or get corrected) -Extra vacuum line, coolant line, vacuum T's, fittings, clamps, and other stuff too probably *example* Turbo, manifold, and O2 housing: GT injectors: Charge pipes: Throttlebody boot, and other charge pipes: Intercooler: Where does the oil feed go????? There's a sensor in the way!!!!! Check it out: Dont forget the banjo bolt! Banjo bolt, BPV (Bypass Valve), GT dipstick and turbo support bracket: Problems with doing the bare minimum: 1. Because you swapped in the GT injectors, it will run super, super rich at idle and cruise, making it almost un-drivable (I will explain this) 2. You will not have coolant feed or drain for the turbo 3. There will not be a nipple for you to run the turbo oil drain line to 4. Your clutch cannot, and probably will not, hold the power you will now be making 5. There is a unit on the turbo called the boost solenoid, this controls boost levels. Because you don't have the GT ECU and harness, it will be unplugged, you can even remove it completely. Solutions for these problems: 1. **Important** (See below these steps) 2. If you tap into the coolant lines near the non-turbo distributor area, you can make a system that feeds the turbo (You will need extra hose, and T fittings) 3. If you JB weld (or equivalent), a barb fitting into the oil pan under the turbo near the drain pipe on the turbo, you can make a DIY drain hose into the oil pan *example* 4. Buy an reputable, (NOT EBAY), clutch kit that can handle the power. (Southbend non-turbo stage 2 kit for example) 5. Run a vacuum line dirrectly from the compressor nipple on the turbo, to the nipple on the wastegate. You should have between 7psi and 10psi of boost before the wastegate opens. 1. To solve the issue of running super duper rich, I took off the top plastic cover from my VAF unit to tighten the air metering door spring, and I also drilled out the idle mixture control plug, to adjust idle richness. I knew exactly what I was doing, and what the VAF does, I was able to have an absolutely perfect tune @10psi and over 25MPG. I DO NOT RECOMMEND ANYONE TO DO THAT The VAF unit is very sensitive, and once you change the OEM setting (unless you mark it) you can never go back. You might be asking, ok then, so can I use the non-turbo injectors? I never tried using the non-turbo injectors while boosting, I assumed that because of the lower flow rate, it would run too lean and be too risky. So I understand I told you to run the GT injectors AND not to touch the VAF....this is very contradictory and leaves a huge blank spot in the how-to. I cannot just simply tell you how to tune the VAF for GT injectors, I can only tell you what I did, and that I do not recommend the average Mazda owner to open it up and try to duplicate my results. What I did to lean my tune, to support the use of GT injectors on a non-turbo: Inside the VAF, under the plastic cover, is a wound up spring that controls the stiffness of the airdoor. How far this door opens, is how much fuel your injectors let out. Once you put in GT injectors, this door does not need to open as much, or as easily, since the new injectors dump in a lot more fuel. "Ok, I guess I understand...so I need to tighten the spring?" Yes, it is a 'click' setup. Turn the gear clockwise, and each click is a little leaner. Turn the gear counter-clockwise and it richens. Example: (This is inside the VAF, under the plastic cover, the arrow is pointing to the locking 'thingie' that stops the gear) The big black plastic block is controlled by the spring, and attatched to the door inside. The metal arm on this black unit, rides along a track and in turn tells the ECU how much air is pulling the door open. "Interesting, so how many clicks?" I can't really answer that, ever motor is different. For me, it was anywhere from 5 to 10 clicks clockwise, or more. And I was constantly adjusting this to account for further engine modifications, or tune-ups. For example, if you start up your car with GT injectors directly after the swap, you will notice how poorly it idles (if it even starts), and if you try to drive around, it will perform horrible, but probably boost. With the VAF cover off, you will see that the sensor arm is kind of bobbing around or at a steady location, the air the engine is sucking in, is pulling the door open, thusly telling the ECU how much fuel to dump in. Understand? You can use you finger the see how the arm inside the VAF controls the tune, gently push the arm so the door is less open, and it will get leaner, and maybe start running better, since it will be too rich to begin with. Push the arm so the door opens more, and the engine will probably stop running, because it will be too rich. Lets assume you've done what I have recommended you should not, and have gotten your cruise air/fuel ratio to a point that allows the car to drive and boost without blowing up or bogging down from too much fuel. There is a likely chance it will be too lean at idle (if you make it too lean), and either over heat, or want to stall. You shouldnt have to lean too much after the injector install, to the point where you need to richen the idle tune, but in case you do, and need to know how: Remember that idle air/fuel plug I mentioned? Here it is: There is an alluminum plug on the VAF that hides a brass adjustment screw, you can drill out the plug to get to the screw. BE CAREFUL, drill too far and you're screwed (haha, get it?.......) Turning it clockwise, allows less air to bypass the door, meaning it makes it as rich as possible at idle, counter clockwise, allows more air to bypass the door making the idle tune leaner. I used a universal narrowband air/fuel ration gauge and a volt meter hooked up to my O2 sensor, to get as good of a tune as I possibly could, at idle, cruis, and while boosting. Lot's of research, practice and a watchful eye on my spark plugs kept me from being too lean, and detonating while in boost (exploding my engine internals.) DISCLAIMER Part 3: Any mechanic, engine builder, shop or profesional will tell you that any change in air/fuel ratio or attempt to, should be made with a proper tuning device, and by someone who knows exactly what they are doing. NOT an of the shelf narrowband, since they have a less than a 1/4 of the ability of a wideband. Meaning, a wideband oxygen sensor and gauge is MANDATORY for tuning your air/fuel ratio, you should not even attempt to tune you car by sight/sound/feel alone. "Wait, but that's what you did...and that's basically what you're telling me to do" OK maybe, but I'm also saying do it at your own risk, and I'm not responsible if you blow up your motor, ok? Everything from ignition timing to tuning air/fuel ratio, I've done by sight/sound/smell/feel, and it's been close to perfect every time. Am I god? No, just really carefull, and have had lots of practice, for better or worse. If you expect your engine to last at all, properly setting your ignition timing along with constant maintence/inspection is a must. **This how-to is a work in progress, I need to spell check it, error check it, and make sure I didn't leave something huge out. Suggestions, corrections and constructive critisism is welcomed**
  4. Taking a shot in the dark here, but does anyone know of a second-generation MX-6 LS, fourth generation V6/5-speed 626, or a 3rd generation 626 GT for sale in the NY/NJ/PA/CT area? I've been looking everywhere and can't find anything (The 626GT that I was going to buy got sold). I've owned eight Mazdas to date, and really want to get back into it again.
  5. hi everyone just started using this site I've got a 1990 626 gt twr 16v. I'm currently restoring the rare beast. anyone else here from the uk :)
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