93' Miata stolen and flipped build thread
#2921
I know you'll do a great job on the radiator ducting, but I gotta' ask . . . do you actually need additional cooling?
I like the OEM parts unless there is a compelling reason to change. In particular, given our propensity to nail coyotes and jackrabbits, being able to quickly repair with OEM parts is a plus. Just food for thought.
I like the OEM parts unless there is a compelling reason to change. In particular, given our propensity to nail coyotes and jackrabbits, being able to quickly repair with OEM parts is a plus. Just food for thought.
#2922
I can vouch for the fact that during summer out here it gets hot as hell and at lower speeds need as much airflow as possible.
He may not need it now that it has started to cool off, but mid summer here in southern Utah, can not drive through town with the AC on as was not enough airflow.
I ended up cutting and installing WRX bumper vents in my hood and it has helped a ton.
He may not need it now that it has started to cool off, but mid summer here in southern Utah, can not drive through town with the AC on as was not enough airflow.
I ended up cutting and installing WRX bumper vents in my hood and it has helped a ton.
#2923
Also I bought a very nice plastic welder off a guy on craigslist...**** is gonna be legit.
That said, I tend to agree with the people who say to learn how to drive with less traction rather than more, but at the same time he has set his car up with a ton of horsepower (300hp?), so the car is very under-tired when autocrossing even with Rivals or RS-3s. If anything it's kind of a waste to drive such a car at autocross without the right suspension setup and tires to match, because you're just gonna be babying it all the time.
Again though, this isn't really the car or setup to learn how to autocross on, but what else has he got? Maybe do a two day Evo school on the r-comps to really get your driving skills tuned up?
Again though, this isn't really the car or setup to learn how to autocross on, but what else has he got? Maybe do a two day Evo school on the r-comps to really get your driving skills tuned up?
Not sure how much I want to set the car up for autocross. It is fun, but events are few and far between here due to las vegas speedway charging a ludicrous sum to utilize their parking lot for a course. It just seems like there are no options for cheap sites to race at, especially when the event doesn't turn out good numbers to justify it.
I am waiting for another HPDE event to come up and I will sign up for a good learning track day. I think, for now, I will only run off my wastegate when autocrossing or tracking the car. I don't need 300hp OR 25psi of boost.
A lot of people need to remember though that I am learning from scratch. I literally have 2 days TOTAL of autocrossing of experience and that is it. So I'm gonna chalk it up to learning how to use the throttle properly and setting the car up for a turn correctly and smoothing my steering wheel inputs to avoid any unnecessary preemptive loss of traction due to human error, and not tire traction limits.
If this a street car that he's doing some auto cross for fun in. If you're not autocrossing, TT'ing, or racing for trophies, contingencies and money, you're wasting your hard earned money on R-compounds. Jeff...if you're just doing the auto crosses for fun and to start learning "high performance driving" stick with street tires.
Honestly though, what I am considering is getting a smaller turbo(EFR 6258) and taking advantage or the faster boost spool for lower peak HP
I'm seesawing back and forth on cutting it, and won't make a drastic or sudden decision immediately. I can visualize a pretty good boost in airflow efficiency by doing it, along with improving the ducting to seal the frontal area better.
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My pretties showed up. Surprised how honestly small they are. Way smaller than my RC750s. Guess that is new technology for yah.
All ready to go. Going to replace all the fuel lines that go to the M-tuned rail while I'm at it too.
Plastic is still shipping. Hope it shows up tomorrow because I've got a rivet gun and a swank plastic welder to get started on Rev's cowling.
#2925
Sadly I didn't get any photos of said cleanup, I was a little into it and forgot to take many pictures. Also, delayed cowling project due to the shipment not arriving till this coming Monday.
Clipped off the RC750 connectors off and crimped on the new ones. Spent some time cleaning up the harness a little, and the M-tuned rail. Slipped the injectors on and bolted the rail and FPR back up. Took the old fuel lines off and put new ones on. I also tucked the fuel lines under the I.M. out of sight a little better.
Then I threw in the new W.B. sensor and, while I was in there, dropped in 4 new BKR7EIX-11 plugs. Old ones had been through hell and back while I was learning to tune the engine properly/TS AFR readings were off.
Threw the upper I.M. back on and got all the vacuum connections slipped back on. Then spent an hour or so organizing the hoses & wiring in the "rats nest" area. Good to have my engine bay back.
Now I just need to plug in all the new deadtime settings from Injector Dynamics into T.S. and start her up.
I didn't install the Walbro 255 after reading it can overwhelm the stock FPR. I may return it and get a Walbro190 or a DW200, we'll see what my duty cycle is when I get it running.
As "clean" as I can make it. Not great, not bad.
#2928
I run under the assumption that it can always be better. A shitty, expensive, and time consuming mind set for life in general.
OK, I need help on just one data point for the id1000s. I have all the information plugged in correctly but can't seem to find the info on the injector timing table data points for these. I'm assuming I'm overlooking something but I may be a little brain dead to track it down.
#2930
Retired Mech Design Engr
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Can't see why injector timing table soul change by inj type. It is typically set to be the end of the pulse, though that is a variable. 380 degrees means 20 degrees before TDC before the intake stroke. In to see if I'm missing a fine point.
#2932
Looks like I did a classic think too hard about something and it isn't even applicable research.
Looks like I'm good to go on startup.
Is the wally255 really that loud? Seeing as I don't daily this and I expect loudness from the get go, will I honestly be bugged by it?
Also, I'm currently jumping f/p to gnd to get my fuel pump to work. Downside is that, with key on, the pump is always running. Is there a way to just wire this pump directly to MS for correct cycling on ignition?
Looks like I'm good to go on startup.
Is the wally255 really that loud? Seeing as I don't daily this and I expect loudness from the get go, will I honestly be bugged by it?
Also, I'm currently jumping f/p to gnd to get my fuel pump to work. Downside is that, with key on, the pump is always running. Is there a way to just wire this pump directly to MS for correct cycling on ignition?
#2933
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Re: Wally 255 being loud... Did it bother you in my car? No? Didn't think so. I don't think you'll even be able to hear it while the engine is running without really paying attention.
I don't feel like it's at all annoying.
I don't feel like it's at all annoying.
#2936
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The wally 190HP was by far the loudest fuel pump I've ever installed in a car. While sitting at stoplights I could hear my blinkers in the tone of the pump. Maybe it was because it was the HP model? I think Dave now has it installed in his car and AFAIK he does not seem to mind it, but Dave is way more hardcore than I.
I fully admit to being a giant wuss and I <3 my DW200 because its completely silent. If my Subaru ever needs a pump, It'll probably also get a 200 as well.
As for the change of injectors, I think your right on following up with the tables. The IDs are bitchen' injectors, but they are only as good as your ECU tells them to be.
Just checked my fuel settings and I've got this:
Fuel Injector Clinic EV14 650cc, settings as shipped in my MS3 Basic. Not sure if that helps or not, but that's what I'm using.
I fully admit to being a giant wuss and I <3 my DW200 because its completely silent. If my Subaru ever needs a pump, It'll probably also get a 200 as well.
As for the change of injectors, I think your right on following up with the tables. The IDs are bitchen' injectors, but they are only as good as your ECU tells them to be.
Just checked my fuel settings and I've got this:
Fuel Injector Clinic EV14 650cc, settings as shipped in my MS3 Basic. Not sure if that helps or not, but that's what I'm using.
#2937
I ain't no *****...unless I'm driving my Jetta, then I demand comfort.
The only one I was wondering about, was the injector timing table. Which isn't affected by injector swapping as I thought(so it seems).
The other graphs/data is adjusted based off Injector Dynamics Megasquirt settings, which is awesome to have. No unnecessary logs to run, just clear and concise data. If anyone is contemplating FIC( not pointing at you EO2K) or any other injectors, do you want to guess what your deadtimes are, and run a lot of logs, or let them do all the hard work for you.
The data is worth the extra cost. You gotta pay to play, but as in most things that is applicable to, is worth it from my experience. At the end of the day. I never regret quality, only cutting corners.
The only one I was wondering about, was the injector timing table. Which isn't affected by injector swapping as I thought(so it seems).
The other graphs/data is adjusted based off Injector Dynamics Megasquirt settings, which is awesome to have. No unnecessary logs to run, just clear and concise data. If anyone is contemplating FIC( not pointing at you EO2K) or any other injectors, do you want to guess what your deadtimes are, and run a lot of logs, or let them do all the hard work for you.
The data is worth the extra cost. You gotta pay to play, but as in most things that is applicable to, is worth it from my experience. At the end of the day. I never regret quality, only cutting corners.
#2938
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Mine is the HP model. I seriously don't know what people are complaining about. I don't even notice the sound unless the car is off. I definitely hear the fuel pump priming, and I like that -- that way I know it's working!
Edit: Gordon, you've got ***** engine mounts and you can't handle a little whine from your fuel pump?
Edit: Gordon, you've got ***** engine mounts and you can't handle a little whine from your fuel pump?
#2940
Well that was less dramatic than I thought the initial startup was going to be.
I did find out I tore the O-ring on my FPR valve after cycling the key. The FPR sprayed fuel EVERYWHERE. Quickly turned the key off and mopped it all up and then waited 15 minutes till the fuel fully evaporated. Luckily the original owner had about 100 O-rings he gave me, so I tossed a new one on and trepidatiously turned the key to ignition again. All good, no pressure washer levels of fuel and no leaks from the fuel rail or injectors.
In the video, which is the first start, you can see me slightly panicking at what I thought was a sudden loud lifter tick. Luckily after a bit of google I found that the id1000s are loud like that. Crisis in head averted.
After warmup idle is dead smooth, like suspiciously so. Maybe I'm just not used to good injectors but I had roughly a .1 deviation on my AFR gauge and <30 rpmdot oscillation. I still haven't done any tuning as well, besides the data from the ID website I plugged in.
I do need to adjust my throttle enrichment tip-in. Goes a little too lean for my satisfaction and I need to make some small adjustments to my closed loop idle since idle droop recovery is a little slow as well. That is easy though, no biggie.
I am the excite
excuse my ugly mug
I did find out I tore the O-ring on my FPR valve after cycling the key. The FPR sprayed fuel EVERYWHERE. Quickly turned the key off and mopped it all up and then waited 15 minutes till the fuel fully evaporated. Luckily the original owner had about 100 O-rings he gave me, so I tossed a new one on and trepidatiously turned the key to ignition again. All good, no pressure washer levels of fuel and no leaks from the fuel rail or injectors.
In the video, which is the first start, you can see me slightly panicking at what I thought was a sudden loud lifter tick. Luckily after a bit of google I found that the id1000s are loud like that. Crisis in head averted.
After warmup idle is dead smooth, like suspiciously so. Maybe I'm just not used to good injectors but I had roughly a .1 deviation on my AFR gauge and <30 rpmdot oscillation. I still haven't done any tuning as well, besides the data from the ID website I plugged in.
I do need to adjust my throttle enrichment tip-in. Goes a little too lean for my satisfaction and I need to make some small adjustments to my closed loop idle since idle droop recovery is a little slow as well. That is easy though, no biggie.
I am the excite
excuse my ugly mug
Last edited by Jeffbucc; 09-21-2014 at 04:34 AM.