This chronicles the modification of a Stock Canadian Protege GT w/ over 310,000KM rejuvenated with a J-Spec GTX motor and suspension bits.
The main idea is to keep the vehicle looking "stock", your standard "sleeper" that's:
My
1990 Mazdaspeed Protege GTx!The Mods List:
93 RX7 Turbo Fuel Pump
87 RX7 Turbo VAF
K&N filter
GTX ECU BP-26 (J-spec)
Mazda BPT Engine w/ VJ-22 Turbo
ACT Clutch
Bosch By-Pass Valve
NGK Wires
Custom Blackstone Front Mount Dual Stage Intercooler
2.5" Mandrel Bent Intake System
2.5" Polished Stainless Mandrel Bent Downpipe
2.5" T304L Stainless Mandrel Bent Exhaust
Dynomax Super Cat
Dynomax Ultraflo Stainless Steel Muffler
Tokico ZX2 Struts
Eibach Pro Kit 1" Lowering Springs
Autometer Sport Comp Boost/Air Fuel Gauges and Pillar Pod
Brembo Rotors
Axxis Ultimate Kevlar Pads
Technafit Stainless Brake Lines
Hayden Performance Slimline Fan
Hella FF50 Fog lights
Protege MP3 Shifter
Wheelskins Shifter boot
Momo Shift Knob
The Start
I bought this Protege "New" back in 90, and have been very pleased with its performance overall. Originally rated @ 125HP, the car felt peppy and always handled well. The car has proven very reliable over the years with only some minor problems with the radiator, which was resolved by replacing it with a metal one! Mainly, it provided reliable transportation that didn't hurt the pocketbook too badly when driven spirited!
The Interior
The seats of the Canadian GTs are the same as those found on the Mazda GTX and GT-Rs. So it was a natural to place the GTX motor in to suit! The only mods to the interior include a new leather shifter boot to replace the worn out rubber one, a new Momo Shifter knob, and two new Autometer Gauges. Boost and Air Fuel, mounted in a pillar pod.
The Motor
The J-spec GTX motor's stock output is rated @ 180HP (55HP more than the stock DOHC). This number is based on a side mounted intercooler and very restrictive exhaust system. Using 2.5" mandrel bent pipes throughout the intake, front mounted intercooler and exhaust system. Exiting via a Dynomax Ultra Flow muffler. The air flow restriction is kept to a minimum. This should result in reasonable horse power gains! I decided to use the GTX ECU as I am trying to make a nice reliable "canyon carver". This is my daily driver! After the motor arrived, I had the transmission fully rebuilt. The clutch, water pump belts and various hoses have been replaced.
The Turbo
The stock J-spec turbo for the GTX is the IHI VJ-20. The IHI VJ-21 was used in Europe. I, however, have the IHI VJ-22. I have not heard of this turbo's use in any specific region. It may have been an upgrade option available from Mazda. I do not know for sure. From the info I have gathered so far, the compressor and A/R ratio are larger than the "stock" GTX turbo. Again, I anticipate a gain in HP above the "stock" GTX. Any additional info on this turbo would be greatly appreciated.
The Stainless Steel Exhaust System
This 2.5" mandrel bent, polished downpipe features a "choke" near the end to minimize back pressure that can result from exhaust scavenging. A graphite doughnut and spring assembly replaces the more restrictive flex pipe configuration found on stock systems. A Dynomax 2.5" Super Cat connects the rest of the mandrel polished pipe. Finally exiting out of the ultra flow muffler.
Extended J-spec Harness
Various problems arouse from using a J-spec wiring harness. This is mainly attributed to the fact that they don't come through the same side of the firewall. Here, the main segment was extended 36". The knock sensor, dash and engine harness were also extended so that all wiring would fit in the "factory" locations. Besides the differences in length of wire and colors, the connectors to the dash and fuel pump had to be sorted out as they are quite different than the North American counterparts. I also lost the daytime running lamps and the "check engine" light as the GTX ECU does not support them.
New Motor in the car
The motor was placed in the car to figure out clearances for piping the Intercooler. The harness has been wrapped up again to look "factory". Notice, the headlights: the driver's lamp has been polished while the passenger side lamp is untouched.
The Intercooler
The top tank was custom for this installation, it features 2.5" connectors. The intercooler core is from a Saab 900. I am planning on picking up a second. I will then have the cores connected and have a custom bottom tank made to upgrade the flow rate. In keeping with the "sleeper" look, the intercooler is mostly hidden behind the bumper! This position seems to provide the shortest path for piping, thus minimizing lag.
In order to fit the intercooler in this position, the hood support had to be moved back and the power steering pipes bent slightly forward. Additionally, the stock fan had to be replaced with a slimline fan to allow for the piping to the turbo.
All in all, I think that 200+HP is a conservative estimate. I'll find out on the dyno when she is all done! Anyway, Im sure I'll have a big boost eatin' grin when she's back on the road!
The Future
Other than doubling the size of the intercooler, I am planning on porting and polishing my normally aspirated head and replacing the turbo head. This will free up the restriction in the intake - it'll be good for an additional 20+HP aprox! I will then be looking at an Quaffe or Mazdaspeed LSD to properly harness the added power. I am looking to pick up some e-spec headlamps to replace the DOT lamps that are simply inadequate for proper lighting. A custom cold air intake is in the works. An upgraded rear swaybar to add a more neutral feel to the car.
If things go well, the car will be painted next year, returning it to a better than "showroom stock" look.
Continue on to Machine Workz!....
