The car that Trackspeed built, vol. 2: 1990, 2001 longblock, AEM, rental car - Page 5 - Miata Turbo Forum - Boost cars, acquire cats.

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Old 11-18-2010, 09:31 AM   #81
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Originally Posted by Savington View Post
The '94 still needs two of the injectors moved over to the center connector (1 and 2). 3 and 4 can stay in the OEM harness.

Fuel rail depends on which intake manifold you use. For some reason I remember the '01 rail not working for some reason, but the '99 rail does - but the '99 rail fouls the intake manifold a little bit. Whatever you use for an OEM rail, you use the 1.6 FPR in place of the fuel damper.
For reference there are 3 different NB fuel rails. The 01+ will not work with the return system. Between the years 1999 and 2000 they used 2 different rails. I am not sure if they are year specific. One of them has the flange for the FPR on the bottom and will not work with a return system. The other one had the flange at the very end and a NA FPR will bolt up and work.
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Old 11-18-2010, 03:16 PM   #82
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i sent you a PM about asking for a copy of your tune so i can try to get my engine setup with the sensors properly... is that something you would be willing to do, or is this a "tuners dont share tunes" thing.
I could, but it wouldn't do you any good since the injectors are wired differently. You would need to completely alter the ignition and injector phasing. All of the cam/crank sensor setup info you're after is in the AEM section, look for posts from Jason Cuadra and you should be able to find it. I'll see if I can post a couple of links in a second.

e: I assume you found this thread? https://www.miataturbo.net/aem-59/aem-cam-crank-ig-inj-phasing-setup-vvt-motor-27028/ These are basically the settings I used. What do you mean by "cam and crank angles"?

Last edited by Savington; 11-18-2010 at 03:47 PM.
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Old 11-18-2010, 03:20 PM   #83
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For reference there are 3 different NB fuel rails. The 01+ will not work with the return system. Between the years 1999 and 2000 they used 2 different rails. I am not sure if they are year specific. One of them has the flange for the FPR on the bottom and will not work with a return system. The other one had the flange at the very end and a NA FPR will bolt up and work.
Good to know, I guess we've gotten lucky with the '99 rails. The 1.6 FPR and 1.8 FPRs are different, both work but getting boost reference to the 1.8 FPR is a tight fit. The 1.6 FPR pretty much bolts right in.
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Old 11-18-2010, 03:45 PM   #84
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I agree on the bargain hunting.. but there are quality turbo parts for sale in the classified section all the time so it is doable, just seems nobody HAS done it and kept the power down to a reliable level. Boost is addictive I guess and nobody has the restraint to keep it low power.

I'd love to see somebody with a 150 whp turbo beat it on the track and see what happens. Proper studs and decent radiator / coolant reroute should make it pretty reliable no? I guess your point is.. "pretty reliable" isn't good enough and not on the same level as the VVT. I get it.. just can't find VVTs around here (eastern Canada) as easy as that so one looks for other options.
The difficulty isn't just about the about the power, it's about the reliability of the actual components. Inconel studs are a big step, but every single component has to be high-quality if it's going to survive the kind of beating that the rental sees. No eBay manifolds (obviously), no shoddy downpipes, no rubber water lines, etc. You simply can't skimp on ANYTHING when reliability is the top priority.


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How much power does one cut off the above setup compared to just dropping the 99 head on a 1.8L block? I guess that is a reliable 130whp?

Tim
I'd bet 5-7whp. It doesn't really make sense to spend all the money on the ECU, exhaust, intake, dyno time, etc. and start off with a lesser bottom end, though.
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Old 11-18-2010, 04:31 PM   #85
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Originally Posted by Savington View Post
The difficulty isn't just about the about the power, it's about the reliability of the actual components. Inconel studs are a big step, but every single component has to be high-quality if it's going to survive the kind of beating that the rental sees. No eBay manifolds (obviously), no shoddy downpipes, no rubber water lines, etc. You simply can't skimp on ANYTHING when reliability is the top priority.
I see your point. Pretty tough to this within the same budget without getting some good deals on used components. Even then, probably only an 8 out 10 for reliability compared to the rentals 10 out of 10.

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I'd bet 5-7whp. It doesn't really make sense to spend all the money on the ECU, exhaust, intake, dyno time, etc. and start off with a lesser bottom end, though.
When you say "lesser bottom end" you mean less CR? If a person already has a good 94-97 1.8 it makes sense to buy a $300 99 head than a $800-1000 VVT engine no? That is an expensive 5-7 hp.

I'll go a step further.. a run of the mill 94-97 with the EFI and intake manifold (everybody has the IHE already so lets leave that out) should be about 130-135 whp?

Appreciate sharing the knowledge. Just trying to get a feel for how far to go with an NA build. Seems like 140-145 whp with a 99 head on old block is pretty darn affordable ($300 head, $300 Megasquirt, $250 manifold, and then the usual IHE).

Thanks

Tim
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Old 11-18-2010, 05:42 PM   #86
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Quote:
Originally Posted by Savington View Post
I could, but it wouldn't do you any good since the injectors are wired differently. You would need to completely alter the ignition and injector phasing. All of the cam/crank sensor setup info you're after is in the AEM section, look for posts from Jason Cuadra and you should be able to find it. I'll see if I can post a couple of links in a second.

e: I assume you found this thread? https://www.miataturbo.net/showthread.php?t=27028 These are basically the settings I used. What do you mean by "cam and crank angles"?
Thanks for the help Sav...

I will definately still have some questions.... im having a hard time wrapping my head around a few of the concepts being that i havent played with the phasing and such to see a change first hand.

That thread covers the cam angle sensor and the crank angle sensors. you are running the VVT cam angle sensor, correct... not a 1.8 CAS?
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Old 11-20-2010, 10:52 AM   #87
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It's a 94-97 RB header with EGR plugged, and a 1.6 liter RB cat and exhaust. We lengthened the cat pipe in-house a little bit to meet up with the header.
Thanks for the info.

-Raj
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Old 11-21-2010, 11:58 PM   #88
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Just got back from Infineon, where we got every possible kind of condition.

Session 1: Wet
Session 2: Wet but dry line forming
Session 3: Complete dry line
Session 4: Dry line and starting to pick up grip, flat through 8/8A and 90+mph through 10...until the skies opened on lap 6 and by the end of the session I'm back to wet lines
Session 5: Wet lines
Session 6: Wet lines until they black flagged for lightning

Between Dad and I we did eleven 20 minute sessions. 40 minutes on, 20 off, all day long. 2.5 tanks of fuel. Never opened the hood.
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Old 11-22-2010, 12:21 AM   #89
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Did you ever get a chance to change the coilovers? Why didn't you take your car?

BTW I emailed you my #
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Old 11-22-2010, 03:23 AM   #90
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Did you ever get a chance to change the coilovers? Why didn't you take your car?
Still waiting eagerly for the Xida CS. I don't drive my car in the rain, I don't find it enjoyable at all. The rental is fun in the rain but I enjoyed sessions 3/4 infinitely more than the rain sessions.
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Old 12-13-2010, 01:34 AM   #91
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Sav took me for a ride in the rental last Saturday on the streets of willow. I don't know what that lap time was, but it felt pretty frickin fast.

An na riding on unmentionables, I was blown away. Sav is a great driver. The rentals only draw back was on the straits, unless you like to take a breather while waiting for the next set of corners.

Good times.
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Old 12-13-2010, 02:58 AM   #92
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Originally Posted by dstn2bdoa View Post
Sav took me for a ride in the rental last Saturday on the streets of willow. I don't know what that lap time was, but it felt pretty frickin fast.

An na riding on unmentionables, I was blown away. Sav is a great driver. The rentals only draw back was on the straits, unless you like to take a breather while waiting for the next set of corners.

Good times.
Glad you enjoyed the ride. Looks like the lap was a 1:28.9, about a second off the pace from earlier in the day.
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Old 12-13-2010, 01:29 PM   #93
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Savington, got any dynos of this car? I am curious about the power. I might end up going this route for my DD when my 1.6 bites the dust.
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Old 01-29-2011, 02:54 AM   #94
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These two sets of Xida Club Sports being delivered to Trackspeed at Buttonwillow tomorrow. Looks like their rental is getting an upgrade.

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Old 01-31-2011, 02:09 PM   #95
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These two sets of Xida Club Sports being delivered to Trackspeed at Buttonwillow tomorrow. Looks like their rental is getting an upgrade.

<shock ****>
Recent comment by Subaru owner after watching the Rental stomp all over some S2ks and BMW at Buttonwillow in the wet: "Damn, that car is fast. I want to lick it's ***."

9" 6ULs + NT-01s + Xidas = silly fast.
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Old 08-04-2011, 04:38 PM   #96
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Do you mind sharing your AEM settings for VVT?

I am going to try to get my car driveable and this would help...
Obviously it will need to be tuned to my configuration being that im turbo but it would give me a solid starting point.

The thread on setting up AEM on the vvt engine never had a completed calibration shared here or on aem forums.

Thanks.
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Old 10-25-2011, 02:46 PM   #97
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This car ever get an intake manifold swap?

Also, still curious as to the benefit of the 01+ bottom end vs. the 94-97? How much CR ratio difference is there? Any other actual difference?

MT.net misses this car..
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Old 11-08-2011, 10:23 PM   #98
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Not yet, been busy with other projects and adding power to the stone-reliable Rental hasn't been a big priority. It is getting a fresh shortblock over the winter, so the Squaretop will go in then.

Getting it done at SoW this past weekend:
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The car that Trackspeed built, vol. 2: 1990, 2001 longblock, AEM, rental car-wheelupimg_5630.jpg  
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