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Yup. Something we learned in the T25 days was that is was far more efficient to stay WOT and just keep shifting just past the torque peak. Thats where BMEP and BSFC will be highest, more or less. Lower pumping losses. using high revs and "feathering the throttle" sucks fuel. Thus the plan to run it at low revs.
My guess is we'll be shifting somewhere between 5200-6200 most of the time. Josh, I recall the same reg on fuel cells in LDR. There is an upper limit IOW. Goal for now is to just get it running on the stock tank, learn how to tune it. Get the team used to the car, see if its competitive or not. If not, we reassess and see what steps we need to take to make it competitive. |
Following with interest :)
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Originally Posted by Brap-Brap
(Post 1563144)
Please tell me where you've found cams for this motor. Bisimoto had some on the website but they're gone now...
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Ah, interesting. Good to know.
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Streaming live data
Just learned about this. I think we'll add this to the build. So many benefits from having this data on the pit wall.
https://www.autosportlabs.com/produc...ems-to-podium/ |
This is gonna be a fun combination! It’s pretty much the ideal drivetrain. I’d take a lower powered engine with Quaife sequential over a high powered manual anyday. It’s just matches the fluidity of the Miata better.
Glad to hear Vegas is getting repurposed. That shell is well prepped (stripped, seam welded, FIA cage etc) Great strategy to maximize fuel consumption. Does the ECU/VTEC have enough control to run Atkinson cycle during maintenance throttle? That would really help stretch the tank during cautions etc. Once again many of us get to live vicariously through you. |
Originally Posted by k24madness
(Post 1564470)
This is gonna be a fun combination! It’s pretty much the ideal drivetrain. I’d take a lower powered engine with Quaife sequential over a high powered manual anyday. It’s just matches the fluidity of the Miata better.
Glad to hear Vegas is getting repurposed. That shell is well prepped (stripped, seam welded, FIA cage etc) Great strategy to maximize fuel consumption. Does the ECU/VTEC have enough control to run Atkinson cycle during maintenance throttle? That would really help stretch the tank during cautions etc. Once again many of us get to live vicariously through you. I think the combo of DBW and the sequential will make it supremely easy to drive and place on the track. We have an EPS unit here but I don't think it'll fit without some significant cage revisions. So we'll just dial the caster down. |
Originally Posted by emilio700
(Post 1564484)
We have an EPS unit here but I don't think it'll fit without some significant cage revisions. So we'll just dial the caster down.
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Originally Posted by Brap-Brap
(Post 1564508)
Have you considered an electro-hydraulic pump like an MR2 or Mercedes unit?
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Finally getting to this stage. Project was on hold for a while. Dropping long block & Quaife in so Renderos Racing can fab the exhaust and mounts. We're deleting the PPF and routing exhaust down pax side. Spoke with the guys at Haltech and settled on the 2500 series ECU. At least one US tuner has mated a Haltech and a Z3 so we'll have a starting point for a base map.
https://cimg8.ibsrv.net/gimg/www.mia...f9e4e3dcfc.jpg |
Huh, not sure how I missed this build, but very relevant to my interests.
Originally Posted by emilio700
(Post 1563298)
Just learned about this. I think we'll add this to the build. So many benefits from having this data on the pit wall.
(Some Autosport Labs Stuff)
Originally Posted by emilio700
(Post 1580939)
Spoke with the guys at Haltech and settled on the 2500 series ECU. At least one US tuner has mated a Haltech and a Z3 so we'll have a starting point for a base map.
Originally Posted by emilio700
(Post 1564484)
I think the combo of DBW and the sequential will make it supremely easy to drive and place on the track.
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Something to consider on the DBW setup for ~180rwhp. The WF guys ran into issues where the throttle blade will be open at say 35% to hit the target power for that RPM, the vacuum within the manifold can actually pull the blade closer down to say 25%. Their quick fix was to short-shift as it only seemed to happen at high RPM. So in this build's case, it probably won't be a problem. But hey, might save some time later if it does happen?
They talked about it on this Slip Angle podcast: https://www.stitcher.com/podcast/slipangle/e/75408329 |
Originally Posted by flier129
(Post 1580968)
Something to consider on the DBW setup for ~180rwhp. The WF guys ran into issues where the throttle blade will be open at say 35% to hit the target power for that RPM, the vacuum within the manifold can actually pull the blade closer down to say 25%. Their quick fix was to short-shift as it only seemed to happen at high RPM. So in this build's case, it probably won't be a problem. But hey, might save some time later if it does happen?
They talked about it on this Slip Angle podcast: https://www.stitcher.com/podcast/slipangle/e/75408329 |
Double Post, thanks IB.
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Originally Posted by Arca_ex
(Post 1580973)
That's good info. They're running K24A2's though right? A little harder to choke those ones down. I've got the Bosch electronic throttle body here that Kmiata offers...
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DBW for both power management and to complement two pedal driving with the Quaife sequential. We don't currently have plans for flappy paddles, just going to use the load cell built into the shift lever.
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4 Piston Racing has pre-orders going for their CNC heads for the Z3...
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Originally Posted by emilio700
(Post 1580939)
. Spoke with the guys at Haltech and settled on the 2500 series ECU.
Any reason for the 2500 over the 1500? As far as I am aware the only differences are 4 extra ignition and injector outputs, along with an additional knock input. Those seem like they are not needed on a K-swap. I have been happy with my 1500 so far. Definitely has some quirks and there are some things I think the MS does better. |
Originally Posted by shuiend
(Post 1581341)
Any reason for the 2500 over the 1500?
We don't yet know if the Nexus can com with the MXG through a single CAN. Hope so. From memory so I'm probably missing something Power management engine main power fuel pump diff oil pump trans oil pump fans for both diff & trans coolers radiator fan radio driver suit refrigeration system headlights, LED, FTP (flash to pass) tablet for driver info on center console wipers, 2 speed heater blower under hood light interior light inside trunk light running lights brake lights, triggered of pressure switch Possible EPAS if we can figure out a way for the GM motor to fit under the dash bar Gear position sensor Telemetry transmitter ECU functions /logging Bosch temp/pressure combined sensor for engine oil Bosch temp/pressure combined sensor for engine coolant brake line pressure, single 3 axis accelerometer GPS speed wheel speed from LR ABS tone ring Diff temp Trans temp Gear position Sequential ignition Sequential injector Cam angle sensor Crank angle sensor Knock sensor |
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