11's on the Motor, 9's on the Nitrous
02-14-2017, 02:12 PM
#383
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The only real difference between carburated and fuel injected is the hours and hours of manual labor hunched over the side of the car. It takes way way longer to get it right, but you can get it right.
It's not cheap either. I have way more in tuning parts than I care to admit. Most of which will forever take up space in my tuning box. For me the hard work paid off pretty good.
Edit: just talking performance here. I think it's obvious you can't expect good fuel economy and emissions too.
It's not cheap either. I have way more in tuning parts than I care to admit. Most of which will forever take up space in my tuning box. For me the hard work paid off pretty good.
Edit: just talking performance here. I think it's obvious you can't expect good fuel economy and emissions too.
Last edited by miata2fast; 02-14-2017 at 02:31 PM.
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02-14-2017, 06:37 PM
#384
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Miata2fast , Are you planning to run a wide band or are you going to tune off of the plugs?
Nobody ever mentions plugs here?
I ran triples on a 1970 240Z. They were snappy, but the tuning was never ending.... Nice summer morning and a thunder shower in the afternoon...the car ran well through one of those!
When the planets aligned they ran perfectly!
All I see is nice butterflies for an EFI setup!
Nobody ever mentions plugs here?
Don't listen to these guys, you need to be able to get it to the track and back. It needs an alternator and a radiator. 
Carburetors are fine too, I used to run twin sides on my old corolla. People don't realize how crisp and snappy they are throughout the entire rpm range unless they have actually used them. When they are properly jetted anyway.
Carburetors are fine too, I used to run twin sides on my old corolla. People don't realize how crisp and snappy they are throughout the entire rpm range unless they have actually used them. When they are properly jetted anyway.
When the planets aligned they ran perfectly!
All I see is nice butterflies for an EFI setup!
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02-14-2017, 07:11 PM
#386
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Previously tuned the old fashioned way; sight, sound, and smell to get it in the ballpark. Final tune is done by making small adjustments until the car stops going faster.
I now have a wideband to help me get in the ballpark, then dyno, and then make the finest tuning at the track.
I now have a wideband to help me get in the ballpark, then dyno, and then make the finest tuning at the track.
Last edited by miata2fast; 01-06-2018 at 07:29 PM.
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02-14-2017, 08:43 PM
#387
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Previously tuned the old fashioned way; sight, sound, and smell to get it in the ballpark. Final tune is done by making small adjustments until the car stops going faster.
I now now have a wideband to help me get in the ballpark, then dyno, and then make the finest tuning at the track.
I now now have a wideband to help me get in the ballpark, then dyno, and then make the finest tuning at the track.
The wideband is nice for nitrous tuning....I would go so far as to say it is essential...Sounds like you know how to read plugs though!
EGTs per cylinder would be a nice add when you are squeezing every last hp....Never seen EGT data, from any Miata build which from where I come from is odd?
From looking at broken motors it seems #4 runs a bit hotter on average?
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02-14-2017, 10:33 PM
#389
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Measuring individual cylinder egt isn't very common here. And yes, #4 runs hotter. It's the reason a reroute is a must do. We will see if my solution is an improvement.
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02-14-2017, 11:25 PM
#390
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EGTs are nothing more than another source of information...Definitely not an absolute or tuning guide
The spark plugs never lie!
Even with the coolant reroute I often see a hot #4 in a broken motor....
I am curious how much hotter.
More thinking about our project here.
The spark plugs never lie!
Even with the coolant reroute I often see a hot #4 in a broken motor....
I am curious how much hotter.
More thinking about our project here.
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02-15-2017, 04:02 PM
#393
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That's the one. A new one at my local parts store had so much thread sealant, it was not possible to properly determine the thread size.
All aftermarket sensors seem to be 3/8 npt, but a weld on bung is awful big. I would prefer a miniature sensor.
All aftermarket sensors seem to be 3/8 npt, but a weld on bung is awful big. I would prefer a miniature sensor.
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03-01-2017, 07:03 PM
#398
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Last shot before calling it a night.
I was a little worried the thermostat neck would stick out too far. I wish I had cut it a tad shorter, but it will work.
Now should I move the water pump to the other side, or leave it there? Might be a problem later in if I bolt on a massive turbo, or if and when I do a vacuum pump. Moving it to the other side would help equal out weight distribution too, but it would be nice to have one less thing on the list to do.
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03-02-2017, 12:51 PM
#399
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Now should I move the water pump to the other side, or leave it there? Might be a problem later in if I bolt on a massive turbo, or if and when I do a vacuum pump. Moving it to the other side would help equal out weight distribution too, but it would be nice to have one less thing on the list to do.
Accessories that already work well can be tinkered with when everything else is done. "While I'm in there I'll take a few minutes to..." is the reason this car isn't running since circa 2010, lol.
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