Bryce does the VVTeez
03-04-2011, 11:38 AM
#82
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The current setup is for breaking in the motor/ quickly getting it up to daily driver status. I will most likely buy an ebay turbo in the meantime, then upgrade when I can afford it. I guess you could say the whole turbo thing has been delayed.
As far as the ebay turbo goes, I'm looking at a 2860 or 2871-sized turbo with a T2 flange. I can get it as soon as I sell my old greddy setup, which I need to get off my *** and make a FS thread for. I already have all the pieces for the turbo, except for oil lines.
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03-08-2011, 12:21 AM
#86
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I will be going to the casino this weekend. Luck is on my side. At mile marker 20, I noticed I was getting a little drip of oil under the motor after being parked for awhile. I went in to investigate and the only source was the oil drain plug. I go to tighten it and.... IT WAS FINGER LOOSE! I can just imagine this coming all the way out, dumping my oil, frying the engine, and resulting in me selling the Miata out of frustration and resorting to driving a Fiesta. Crisis averted. PHEW!
I am now proud to announce, that after almost 3 years, I am officially oil leak free!
Yesterday I got to use my Millermatic 180 for the second time. The first time it was a couple tacks on a TV wall mount. Ok, holding up $1K worth of TV is alright. This time it was my first experience in exhaust work. Universal Magnaflow cat. It was pretty easy once I got to the actual welding part. It's an SS cat so I had to get some 308L wire. I think I had so much slag because I didn't bother to wire brush the mild steel pipe ends.
Today I passed emissions. My inspection sticker expired in 2009, and I was getting nervous driving around tuning the car. Last time, I was able to plug in to megasquirt while on the dyno so I could tweak my AFRs to 14.7. This time I had a different laptop that I hadn't used Tunerstudio on before. Turns out Windows 7 lacks native support for the Belkin serial to USB adapter. Sadly, I wasn't able to take a log of the dyno runs because of this. I'm running the untouched base spark map.
I passed the 15mph test without a hitch. AFRs hovered around 14.3 on the gauge.
HC was 82ppm, limit at 141ppm
CO was .24%, limit at .79%
NOx was 469ppm, limit at 1088ppm
Dilution was 15.2%, limit at >6%
The 25mph test was a different story. It failed the first time, running ~15.3 AFRs in 3rd gear. The guy suggested we try it in 4th gear (6 speed 3.909 diff). AFRs were ~14.4 at this load point. I likely failed the first chance due to the CO emissions.
HC was 121ppm, limit at 136ppm
CO was .76%, limit at .76% CLOSE!
NOx was 658ppm, limit at 984ppm
Dilution was 15.3, limit at >6
It's got 70 miles on this motor now and I've yet to go over 5k rpms. It reminds me of my greddy kit when I first installed it, minus the boost lag.
Stan, that sounds like a good option!
Damon, I should be able to fund whats left of the turbo parts with the money from selling my old greddy kit. Fingers are crossed.
I am now proud to announce, that after almost 3 years, I am officially oil leak free!
Yesterday I got to use my Millermatic 180 for the second time. The first time it was a couple tacks on a TV wall mount. Ok, holding up $1K worth of TV is alright. This time it was my first experience in exhaust work. Universal Magnaflow cat. It was pretty easy once I got to the actual welding part. It's an SS cat so I had to get some 308L wire. I think I had so much slag because I didn't bother to wire brush the mild steel pipe ends.
Today I passed emissions. My inspection sticker expired in 2009, and I was getting nervous driving around tuning the car. Last time, I was able to plug in to megasquirt while on the dyno so I could tweak my AFRs to 14.7. This time I had a different laptop that I hadn't used Tunerstudio on before. Turns out Windows 7 lacks native support for the Belkin serial to USB adapter. Sadly, I wasn't able to take a log of the dyno runs because of this. I'm running the untouched base spark map.
I passed the 15mph test without a hitch. AFRs hovered around 14.3 on the gauge.
HC was 82ppm, limit at 141ppm
CO was .24%, limit at .79%
NOx was 469ppm, limit at 1088ppm
Dilution was 15.2%, limit at >6%
The 25mph test was a different story. It failed the first time, running ~15.3 AFRs in 3rd gear. The guy suggested we try it in 4th gear (6 speed 3.909 diff). AFRs were ~14.4 at this load point. I likely failed the first chance due to the CO emissions.
HC was 121ppm, limit at 136ppm
CO was .76%, limit at .76% CLOSE!
NOx was 658ppm, limit at 984ppm
Dilution was 15.3, limit at >6
It's got 70 miles on this motor now and I've yet to go over 5k rpms. It reminds me of my greddy kit when I first installed it, minus the boost lag.
Stan, that sounds like a good option!
Damon, I should be able to fund whats left of the turbo parts with the money from selling my old greddy kit. Fingers are crossed.
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03-10-2011, 01:42 AM
#87
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Well, my JB-welded coolant reroute spacer bung held up well, until I decided it was time to make a few visits to Mr. Redline. I suppose the extra vibration is what made it fail. It's just a good thing it decided to fall off when I turned onto the GF's street.
Instead of finding someone with a TIG welder (closest friend is 1.5 hours away), I decided to retap the spacer for 1/4" NPT. Then I bought a M-M 1/4" coupler, and a 1/4 to 3/8" M-F reducer. I cut the reducer in half till so that I was left with a flat surface for the CLT sensor to mate with, and tapped the now-beefier fitting for the CLT sensor. This should hold up indefinitely.
Just hit the 100 mile marker. It's oil change time.
I'll leave you with a little acceleration video I took tonight. It's still rich as hell, but it's getting there. I'm glad that I don't have the urge to buy any N/A power adders.
Instead of finding someone with a TIG welder (closest friend is 1.5 hours away), I decided to retap the spacer for 1/4" NPT. Then I bought a M-M 1/4" coupler, and a 1/4 to 3/8" M-F reducer. I cut the reducer in half till so that I was left with a flat surface for the CLT sensor to mate with, and tapped the now-beefier fitting for the CLT sensor. This should hold up indefinitely.
Just hit the 100 mile marker. It's oil change time.
I'll leave you with a little acceleration video I took tonight. It's still rich as hell, but it's getting there. I'm glad that I don't have the urge to buy any N/A power adders.
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08-01-2011, 01:27 AM
#89
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Time for an update!
Due to the lack of funding, I've decided to become the one and only 2 liter with a Greddy kit. It should manage 270whp or so. I bought an ETD racing Greddy manifold and it just came in. Here are some pictars:
http://i20.photobucket.com/albums/b2...a/ETDMani1.jpg
http://i20.photobucket.com/albums/b2...a/ETDMani2.jpg
http://i20.photobucket.com/albums/b2...a/ETDMani3.jpg
http://i20.photobucket.com/albums/b2...a/ETDMani4.jpg
http://i20.photobucket.com/albums/b2...a/ETDMani5.jpg
Due to the lack of funding, I've decided to become the one and only 2 liter with a Greddy kit. It should manage 270whp or so. I bought an ETD racing Greddy manifold and it just came in. Here are some pictars:
http://i20.photobucket.com/albums/b2...a/ETDMani1.jpg
http://i20.photobucket.com/albums/b2...a/ETDMani2.jpg
http://i20.photobucket.com/albums/b2...a/ETDMani3.jpg
http://i20.photobucket.com/albums/b2...a/ETDMani4.jpg
http://i20.photobucket.com/albums/b2...a/ETDMani5.jpg
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08-01-2011, 01:38 PM
#92
Full Race did back to back tests using the large frame EFR's internal waste gate vs. a large tial external. The EFR's internal was identical in performance. I read some where that the internals are 44mm or 46MM, gigantic internal systems and they work flawlessly.
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08-02-2011, 10:09 AM
#93
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Ready for a surprise? The iwg port is actually only 31mm in diameter with a 36 mm valve head. On the larger models they upped that to a 36mm port with 42mm valve head. This is according to the BW EFR brief.
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08-02-2011, 02:06 PM
#94
Why don't you weld up a setup? What's the deal with the Greddy? Isn't every part of that kit *besides* the turbo asking to be replaced?
I guess it would make a good stepping stone...but after having a too small/too many bends intercooler and mani/DP setup once I swore to never short myself again. 3" exhaust, COPS & WI can only compensate so much once you want to push it a little more.
(this is NOT an attempt to score a cheap Greddy kit)
I guess it would make a good stepping stone...but after having a too small/too many bends intercooler and mani/DP setup once I swore to never short myself again. 3" exhaust, COPS & WI can only compensate so much once you want to push it a little more.
(this is NOT an attempt to score a cheap Greddy kit)
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08-02-2011, 02:45 PM
#95
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Why don't you weld up a setup? What's the deal with the Greddy? Isn't every part of that kit *besides* the turbo asking to be replaced?
I guess it would make a good stepping stone...but after having a too small/too many bends intercooler and mani/DP setup once I swore to never short myself again. 3" exhaust, COPS & WI can only compensate so much once you want to push it a little more.
(this is NOT an attempt to score a cheap Greddy kit)
I guess it would make a good stepping stone...but after having a too small/too many bends intercooler and mani/DP setup once I swore to never short myself again. 3" exhaust, COPS & WI can only compensate so much once you want to push it a little more.
(this is NOT an attempt to score a cheap Greddy kit)
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