Trackspeed's '02SE "Acamas" - EFR6758, TSE motor, 500whp or bust
11-13-2015, 08:55 PM
#143
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If hose disconnected gives you the same 10 psi @3000, then the EBC is letting some boost past the solenoid at 3300.
EDIT: D'uh, I suppose you meant "no reference" to mean "hose to wastegate can is removed"?
I am very surprised there's enough backpressure at 10 psi boost to blow it open.
My 5 psi can has an extra large diameter, which increases the preload.
BTW is there a 2-port wastegate can that will fit? That would so allow a low boost can that won't blow open even at 25 psi.
I love the throttle linearity of my low boost can with TPS controlled EBC. (which is single port 5 psi btw, 15 psi full boost)
Last edited by JasonC SBB; 11-14-2015 at 07:26 PM.
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11-13-2015, 09:07 PM
#144
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Forge has one, as does Turbosmart. Both appear to have problems but that's been from a very small sample size of folks on this forum. There is also a random Turbonetics one that is supposed to "adaptable" but I've not seen anyone document it quite yet.
I'm pretty close to pulling the trigger on the "new" Turbosmart one, I just haven't gotten around to doing it yet. I think they announced it about a month ago? My plan is to buy it via Prime because I want to see if the lower chamber leaks, and I'll return it with a quickness if that's the case.
I'm pretty close to pulling the trigger on the "new" Turbosmart one, I just haven't gotten around to doing it yet. I think they announced it about a month ago? My plan is to buy it via Prime because I want to see if the lower chamber leaks, and I'll return it with a quickness if that's the case.
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11-27-2015, 10:56 PM
#146
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MX-5 Miata Forum - View Single Post - T5 trans swap. T5 to BP bell housing.
Might take care of the shifter location issue you were talking about. With the V8 input shaft you would be closer to an inch of center, but still kind of close. Maybe a bit of trimming.
That being said, no idea what the Semi-Remote Gas/Diesel SYM tailshaft is either.
Here's some T5 dimensions and ratios. It looks like the "Semi-Remote Gas/Diesel SYM" tailshaft (whatever the f--- that is) and the v6 Mustang input shaft will total up (A+B) 799.6mm or 31.48". The measurement I got from someone off a Miata trans is 32" from the tip of the input to the center of the shifter turret. I can deal with a shifter 1/2" off center in the car. A slight bend on the shifter shaft would put the shift **** right where Mazda put it. Bolt-in options are looking -slightly- better. That's the whole goal of this project.
http://www.spicer.com.mx/tremec/cata...as/Fic-T5e.pdf
http://www.spicer.com.mx/tremec/cata...as/Fic-T5e.pdf
That being said, no idea what the Semi-Remote Gas/Diesel SYM tailshaft is either.
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11-27-2015, 11:51 PM
#147
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Meh. The funky hard-to-find tailshaft makes it really hard for everyone else to do as well. I'd much rather build around an obtainable option, and the most obtainable/adaptable T5 is the Ford V8 box.
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12-12-2015, 01:38 PM
#149
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The hole needs to be sealed somehow. I think the shaft extension needs to be supported as well, perhaps with whatever is used to seal the hole. Tricky. I haven't seen BEGI's or that other place's solution. If you seal to whatever extension, the seal has to allow radial and axial movement.
I did find one guy overseas who built a sealed box below the rear offset shifter that sealed to the hole with a boot and allowed the extended shifter to pass thru it. The support for the shaft was built into the offset mount. I cannot find the pics on google at the moment. But it looked like a PITA.
To connect the extension to the guts of the trans, he removed the plastic shifter ball socket and clamped to the gate piece with a shoulder bolt. It acted like a dowel to keep slop out of that attachment, but I wasn't sure how he got to the nut on the bottom to tighten it.
I did find one guy overseas who built a sealed box below the rear offset shifter that sealed to the hole with a boot and allowed the extended shifter to pass thru it. The support for the shaft was built into the offset mount. I cannot find the pics on google at the moment. But it looked like a PITA.
To connect the extension to the guts of the trans, he removed the plastic shifter ball socket and clamped to the gate piece with a shoulder bolt. It acted like a dowel to keep slop out of that attachment, but I wasn't sure how he got to the nut on the bottom to tighten it.
Oil seal. Looks pretty baller. I think I'm going to try and go this way.
Fail, thats a T45. But the right size oil seal in the freeze plug might work.
Last edited by aidandj; 12-12-2015 at 01:50 PM.
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01-21-2016, 10:03 PM
#152
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Bump, no big updates. Have had very little time to fiddle with this car while other projects are going on here.
Starting to run into the limits of the 10:1 compression ratio on CA91. At 170kpa, I'm stuck at ~11deg through the midrange to ward off detonation, so that's probably where I'll stop with the boost. E85 would be worth 20-30whp through the entire powerband, but that would blow up the motor, so I won't do that yet either. IOW, 10psi seems to be the sweet spot for the worst case (10:1+91CA). With 14deg on top, 10psi was good for 206whp, so with some more time on the dyno, I think 220whp might be doable. Not bad for the pisswater we call premium here. I have toyed with the idea of blending my own 94 octane mix to see what the difference would be as well.
Next step is a quick dyno session for some final stock-piston 6258 numbers, and then I'll swap in the 6758 and start getting a solid idea for what the true difference is between them. I also need to get the flex fuel sensor wired up and installed so I can start working on the E85 mapping. While that's happening, our machine shop will put together an 8.5:1 bottom end so we can start playing with E85 and more boost.
Starting to run into the limits of the 10:1 compression ratio on CA91. At 170kpa, I'm stuck at ~11deg through the midrange to ward off detonation, so that's probably where I'll stop with the boost. E85 would be worth 20-30whp through the entire powerband, but that would blow up the motor, so I won't do that yet either. IOW, 10psi seems to be the sweet spot for the worst case (10:1+91CA). With 14deg on top, 10psi was good for 206whp, so with some more time on the dyno, I think 220whp might be doable. Not bad for the pisswater we call premium here. I have toyed with the idea of blending my own 94 octane mix to see what the difference would be as well.
Next step is a quick dyno session for some final stock-piston 6258 numbers, and then I'll swap in the 6758 and start getting a solid idea for what the true difference is between them. I also need to get the flex fuel sensor wired up and installed so I can start working on the E85 mapping. While that's happening, our machine shop will put together an 8.5:1 bottom end so we can start playing with E85 and more boost.
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01-28-2016, 09:32 PM
#156
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A short reprieve this week from the "make it faster" game. Ivo Tuchi's death at Buttonwillow last month prompted me to spend some money and time on a proper level of safety gear for a car that's capable of lapping 5+sec under the SM record, despite looking (mostly) like a pedestrian Miata with a full interior and all the amenities
For track days, out comes the Elise seat on stock sliders and in goes a Cobra Evolution on a PCI Universal bracket, Schroth ProfiII-6H belts, a Sparco 383, and a 2.5lb drychem extinguisher on a Blackbird Fabworx bracket. Everything is 100% reversible so I can still DD it between events without lumbering in/out of a race seat or living without an airbag on the street.
Expensive, but you only live once, and the peace of mind on-track makes it easier to focus on the task at hand.
For track days, out comes the Elise seat on stock sliders and in goes a Cobra Evolution on a PCI Universal bracket, Schroth ProfiII-6H belts, a Sparco 383, and a 2.5lb drychem extinguisher on a Blackbird Fabworx bracket. Everything is 100% reversible so I can still DD it between events without lumbering in/out of a race seat or living without an airbag on the street.
Expensive, but you only live once, and the peace of mind on-track makes it easier to focus on the task at hand.
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04-08-2016, 02:32 PM
#160
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I've had the car down for a few weeks preparing for some major updates. All the oil/water lines are off the car for final measurement/fitment, and I'm adding a few reliability items around the turbocharger (silicone heater hoses, heat wrap for throttle/cruise cables, etc). Also decided to swap the Teins for an MSM Bilstein 600/350 setup, which I expect to be better in every way.
While the car is torn down, I'm also installing my Racelogic system as well as wiring the ECU for flex fuel. The NB is returnless, and I want to try to keep it that way as long as possible, so I wasn't certain where I wanted to put the flex fuel sensor. My assumption was that it would restrict fuel flow, which wasn't ideal. My research, OTOH, says otherwise:
Off to install the sensor in the feed line, then.
While the car is torn down, I'm also installing my Racelogic system as well as wiring the ECU for flex fuel. The NB is returnless, and I want to try to keep it that way as long as possible, so I wasn't certain where I wanted to put the flex fuel sensor. My assumption was that it would restrict fuel flow, which wasn't ideal. My research, OTOH, says otherwise:
Off to install the sensor in the feed line, then.
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