So true... :facepalm:

I just saw that gay thread and wow...just, wow. The worst part about owning a Miata is now NOT having to tell dad you're gay, but that you might get a package from Genesplicer.

"uphold the reputation of MT.net"

We has trubo
 

Oaky here's the deal; I spoke with "He with the knowledge of Miata" about my turbo coolant lines, and he essentially said that I have a labeling problem. Call "in" "out" and "out" "in" and there's no problem. I pretty much agreed, except for what Bruce alluded to: is the water pick-up before or after the thermostat?

With the current setup at the front and back of the block, the water wouldn't really flow until the thermostat opened up, even though I've opened up the weep holes in the thermostat a bit. So I decided that since Mazda was kind enough to leave an oil and water galley open for use, we'd use it. So standard setup, no problems.

Richard's Performance Muffler in Oceanside fabricated the dump-pipe beautifully. The TIG welds are top quality--really nice--and really improved over the last pipe. It's made from 2.5" stainless, and makes a 40 degree and 80 degree bend to get to the muffler. Heat shielding is still needed, but the basics are there.

That wideband wont live there for long. Way too hot. You want it somewhere by the tranny.

I saw it, and thought, "Naw, they know what they're doing."

If you fit a large copper heatsink then it'll live fine in that location - assuming it's a road car.

On track it'll still overheat and cook.

What are you going to use for insulation between the downpipe and the brake system?

I agree with tripple88a, the wideband should probably be 18 to 36 inches away from the turbine according to most manufacturers. But shielding it should help it to last as a street car. If you plan to track it or otherwise drive it in anger you will not have good life out of it.

You will be much happier with the water system with the way you have it now. That is the best possible arrangement. :bigtu:

I was told the same thing. It's even in the instructions that we overlooked.

I listen....I just don't read (instructions)
 

The changes happened quickly, and that's mainly due to my partners in crime, Bent Motorsports. These guys not only weld and fabricate, they cnc and play with SolidWorks. Their specialty is actually suspension fabrication and setup. Go figure. Our little business park has some really talented people. :)

The wideband sensor was moved about 36" away from the turbo and situated so that moisture doesn't pool when it's not on.

A heat shield was made for the brake bits, and I'm sure we'll probably be adding more as we move along. It's a good (looking) start for now. Hell, I should call it a "sweet shield". :)

The MSPNP2 now reads for 700cc injectors and will be on the dyno very soon.

getting ready for dyno day
 

I drove the Catfish over to Delicous Tuning this afternoon in anticipation of tomorrow's dyno session. The car had a high idle and there was a definite stumble/surge when gas was applied, but overall everything seemed to be working.

A FM boost gauge barely made it past zero on the way over as I had no intention of testing the turbo prior to the dyno. Hopefully I'll have a dyno sheet and a little video to show tomorrow, and not oil and case particles littering the floor.

better than I expected
 

I spent the entire day in Escondido today, dynoing the Catfish. It was hot, muggy and the car seemed to do well anyway. The dyno is owned by Mike at Infamous Performance in Escondido and the tuner is William Knose of "Delicious Tuning".

Bill wasn't that familiar with the MSPNP software, but seemed to pick it up fairly quick. He also spends most of his time tuning Subies, GTRs and Porsches. He also tuned Ken Block's car for Gymkhana 1 & 2, so he knows what he's doing.

The dyno is a Mustang eddy current 4wd unit, and it works well. Mike said that they've done "back to back" dynos with the DSport Dynojet dyno, and the Dynojet reads about 17-20% higher. That said, these are some pretty impressive numbers for a 22 year old 1.6 on pump gas.

The number and AF ratios all lined up on the dyno, but on a little test run on the street with Martin Wilson (Monster Miata), Martin said he heard a little detonation. NOT GOOD. Bill backed off the timing and a second street drive produced no knock. The dyno is so damn loud with the fans that it just wasn't noticeable.

Okay experts, what do you think?

Delicious Tuning
 

Am I reading correctly that at 14 psi it made 190 whp and 170 wtq?

Boost kinda crept up there....

It's a Mustang eddy current dyno, so those numbers are low compared to dynojet.

edit...the tune has been backed off from these numbers. They were getting a bit out of my "comfort zone".

Yeah an extra 20% would put it at 230whp on a dynojet which is pretty impressive for a 1.6. And good spool for a churbo.

not bad at all for a low reading mustang dyno.
I bet its a hoot, and I bet it woulda put down like 90 when it was n/a

Fixed.

Nice numbers for churbo B6

Nope. Dynojets are all the same numbers, normal mustangs are ~5-10% lower than a dynojet. This mustang is even low for a mustang at 17-20% lower. If you want to compare between different locations you have to use a dynojet nothing else is a real number.

There is a difference between consistency and accuracy.