Dickmeyer Automotive's Mazda B3 Performance Valve Train Kit

[B3Festiva]

Re: Dickmeyer Automotive's Mazda B3 Performance Valve Train Kit

im very interested in this, a cam for this little.motor would be awesome

170k+ B3 Festiva L slo-kart.

[mattdickmeyer]

so for right now, is there any benifit to buying just your cam and dropping it in?

Unfortunately not, I would end up grinding you a cam just like an FMS cam. The theory of design would be confined within the limits of valve/piston clearance & coil bind clearance, retainer/guide clearance. You would end up with a cam with a little more lift & a little more duration......the results would be little. The B3 cylinder head flows terribly. The intake/exhaust flow is nearly 97%, so realistically you are probably looking at 5-6 HP.

[mattdickmeyer]

I understand. I don't want this to turn out like some of the past threads....and I don't want to discourage you from the development your doing or this site.

So, how about some tech info on the cams you have to offer? I would love to replace the FMS cam in my B6 with something more aggressive but street able. There are several of us with the 8v B6 and minor port work. Any recommendations?

I list all my N/A cam specs on the shop Facebook page. All of our cam shafts are specifically developed ( for the B3 or B6 ) to produce outstanding performance, reliability of all related components. My stage 3 cam shaft is very aggressive but yet extremely streetable, for a B6 I would probably go with a custom grind, changing just a few things to accommodate the increase in displacement. The B3 & B6 respond favorably to port work, I flowbenched as I ported the cylinder head as to not over port & not have an engine with a lazy torque curve. What I have found is, on this particular engine, it is physically impossible to over port the head. I ported to a level that I thought the engine would respond well to, then dynoed then removed the head & ported more. ( I did this 2 more times ) The last time I ported very aggressively leaving just a little material to remove later & for structural integrity. At no time was the HP or torque adversely affected & the power just kept going up. So essentially, the only way to over port is to go thru the port wall. But be careful because all to many times port work is performed incorrectly, these engines also respond well to valve/seat modifications.

[KingFish]

*cough*cough* B8 cam *cough*

[blkfordsedan]

Thanks! Guess I better open a Facebook account.

Have you ever ported or flowed a B6 head? I'm real curious as to how they flow compared to the B3. In addition to the head and larger bore, the B6 has a shorter rod length, which I'm told effects the cylinder filling characteristics (correct me if I'm wrong). Sorry for all the questions, but I'm really excited to have someone like you (with the knowledge and facilities) actually interested in these SOHC gems. Considering the results you got from a B3 head and 1.3L, I can only imagine what would be possible from a stock shortblock N/A B6.

On a side note, how much work do you do with the 4.6/5.4 2V Modulars?

[FastOrBust]

Re: Dickmeyer Automotive's Mazda B3 Performance Valve Train Kit

Are you using any tuning software with this like ms? I'm also guessing an adjustable cam gear isn't necessary since your making the cam to have optimal performance? Have you ever thought about an ITB setup? I saw that you made a custom upper IM already. Sorry for all the questions, after seeing this it makes me kinda regret doing the BP swap and thinking that an all motor build would be cool and honestly I've never had all motor on my mind before this thread.

Sent from my SAMSUNG-SGH-I777 using Tapatalk 2

[mattdickmeyer]

*cough*cough* B8 cam *cough*

Not sure as to what you are meaning?

[mattdickmeyer]

Thanks! Guess I better open a Facebook account.

Have you ever ported or flowed a B6 head? I'm real curious as to how they flow compared to the B3. In addition to the head and larger bore, the B6 has a shorter rod length, which I'm told effects the cylinder filling characteristics (correct me if I'm wrong). Sorry for all the questions, but I'm really excited to have someone like you (with the knowledge and facilities) actually interested in these SOHC gems. Considering the results you got from a B3 head and 1.3L, I can only imagine what would be possible from a stock shortblock N/A B6.

On a side note, how much work do you do with the 4.6/5.4 2V Modulars?

I have never done anything with the B6 head. I have seen one. It looked exactly just like the B3, just larger ports, valves, ect..... I would expect similar results as I have found with the B3, yes a shorter rod will offer better cylinder filling capabilities then a longer rod ( both have their advantages & disadvantages ) Shorter rods are 1 of 3 things that increase piston speed ( RPM, stroke, rod length ) Increasing piston speed will create a higher velocity "induction" signal.

As for the modular engines, I was one of the 1st Modular specialist in the country. I opened a Dyno shop in Avilla, IN called Modular Performance in 1996. Unfortunately, in late 2000, I was forced to sell the shop, name & all equipment because of a divorce settlement. I worked closely with Ford & several after market performance manufactures developing performance parts for the 4.6/5.4. I built the 1st 1,000 HP 4.6, owned the worlds 1st 10 second Modular powered car the same year that the 4.6 was offered in the Mustang. I built the worlds fastest '96-'98 Cobra (Over 212 MPH ) & a ton more to list. I had my own line of pistons/rods that I even sold thru JEGS. Since '96 I have built nearly 1,000 Modular engines worldwide.

[mattdickmeyer]

Are you using any tuning software with this like ms? I'm also guessing an adjustable cam gear isn't necessary since your making the cam to have optimal performance? Have you ever thought about an ITB setup? I saw that you made a custom upper IM already. Sorry for all the questions, after seeing this it makes me kinda regret doing the BP swap and thinking that an all motor build would be cool and honestly I've never had all motor on my mind before this thread.

Sent from my SAMSUNG-SGH-I777 using Tapatalk 2

When I 1st started developing a turbo system, my next step was an Electromotive Tec 3R or Tec GT to up the performance to the next level. I had a ton of inquiries about building turbo systems for the Festiva, but after I got it up & running to see what kind of power it would make & let it be known a turbo system would be available, all the questions just dried up. So I thought it would be a lost cause to pull a $1,000 plus EFI system off the shelf to continue developing something that I couldn't sell. Don't get me wrong, I am sure some of you think that I am in this for the money, but rest assured, the money is in building 15 SBC's a week, not developing/manufacturing custom performance products for a niche market of only a handle full of people. For me this is where the fun begins. I watched the 4.6 Modular market develop with similar beginnings to the B3/B6 just by starting to offer performance parts that really performed. I kinda re-evaluated where to start with the B3 & decided that turbo systems that required huge modifications wouldn't be it. I figured starting out with a powerful foundation in starting with the top end with simple components that the end user could install in an afternoon himself like my "race prepped head" & then moving on to the bottom end components to compliment the top end components.

[mattdickmeyer]

Matt, not sure what you plan on getting out of a BIG BORE kit for a B3 as they are non-siamesed cylinders, not much to work with there, where a B6 bottom puts you with larger and siamesed bores right off the bat. i'm all about getting the most out of a B3, but IMHO, a stroker kit is where it's at for more displacement.

that being said: stroke a B3, and DE-stroke a B6.... i hope you see where i'm trying to go with this :evil4:

My reason for going with a big bore kit is to address the main deficiencies with the B3, which is cylinder head flow. Understand this, the main limitation of an engines ability to produce power is air flow thru its heads or heads, NOT its displacement. Going with a stroker kit would be relying on the power to be produced by the increase of displacement. The additional length of the stroke added would allow more air & fuel to fill the cylinder only to the limitations of the flow offered by the cylinder head, not actually increasing the cylinder head flow. Increasing the size of the bore, however, will increase the displacement but this is not the reason for doing so. Even small increases in bore size will have a substantial effect on the flow capabilities of the head. This will also make the modifications to opening the combustion chamber to match the larger bore size more significant. All this together would have a huge effect on the overall performance on the B3. I think making 150+ HP would be easily attainable.

[KingFish]

I was hinting that a few people here go with the single cam 1.8L (B 8 for the ease of fitment and how common the engine is. I would imagine the market for B8 performance may be as good as B3. (probably just deluding myself)

[mattdickmeyer]

http://

Alot of you guys have been asking about my "Weld-It-Yourself" header kit & flanges by themselves. This is what you get. Everything you need to do-it-yourself.

[mattdickmeyer]

I was hinting that a few people here go with the single cam 1.8L (B 8 for the ease of fitment and how common the engine is. I would imagine the market for B8 performance may be as good as B3. (probably just deluding myself)

I am personally not against an engine swap of any kind, I am just surprised that what I would have considered the 1st option ( seeing what can be done with the original engine ) would be the most obvious place to start. But in this group, building a B3 seems a new concept. Just seems odd to me.

[MiltonHavoc]

Are you going to get into boring/porting the throttlebody and intake to match?

I think we should start a comparison thread for those looking at this vs a BP swap.

[Team Lightning]

Matt, If you did the same mods to a bp that you are talking about doing to a b3, what kind of hp would you get. The bp already has about 126 hp to start.