When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
We're starting to add fuel pressure to most builds as well, recently installed a Link G4X on an E46 and can was easily setup between the MXL2 and the Link. However with KO Racing in my back yard, who has some great experience with the Link, it was an obvious choice for that build, my guess is there's a local with Haltech knowledge in your area. With ECU logging and AiM logging, I try to keep the driving information on the AiM, and engine information on the ECU, shared only when necessary, like TPS for video overlay.
Nope. But now we're investigating the new Nexus R5 which has integrated power management and full data logging. The data logging would be redundant as we'll use the Aim MXG for that. But the power management would allow us to delete the Racepak Smartwire. We're having to build pretty much an entirley new harness for the K24 anyway so de-pinning the Smartwire for the Nexus swap isn't too much extra work. John's looking at the available I/O differences to see if we'll be able to run everything I'd like to run.
We don't yet know if the Nexus can com with the MXG through a single CAN. Hope so.
If the Nexus R5 was out when I bought my 1500, I may have gone with it instead.
I hear on the grapevine from teh aussie circles I frequent that the nexus line will be supplemented soon with more varieties that may include less PDM, and fewer drivers etc for the more budget driven/road car driven consumer, in the same way the elite line was rolled out, with the flagship 2500 first then the stripped down versions.
Fuel pressure on the list already. I like to log it for diagnostics. Previous builds have logged fuel pressure. List was from memory so I'm sure I forgot several channels and functions, including TPS target and actual.
I hear on the grapevine from teh aussie circles I frequent that the nexus line will be supplemented soon with more varieties that may include less PDM, and fewer drivers etc for the more budget driven/road car driven consumer, in the same way the elite line was rolled out, with the flagship 2500 first then the stripped down versions.
That would be nice. The R5 is appealing, but even my penchant for over-engineering doesn't extend my K-swap budget out that far...
Alex Renderos, Renderos Racing has changed his business model. Moving away from custom fab work and doing more serial production of his own line of parts. Vegas will be his last customer car. That said, it's taken a long time for him to get caught up and start on it. At least now,
it's the primary project. The other delay has been the special K24 to Miata trans flywheel for our 7.25" twin disc clutch. We have gone through no less than 4 different suppliers. All of which said "no problem", took the order then months later said "just kidding", we can't make it. Argh.
Still no solution on that end. Plan B is just running the standard (heavy) Kpower flywheel for a BP clutch with the Quaife. We'll see.
Anyway, Alex just posted some pics of the custom motor and trans mounts in his 'gram. We're lowering the engine and moving it back relative to the standard Kpower location. Also running exhaust down the right side and eliminating the PPF. So may custom mounts are in order.
Progress!
Good to see progress here; despite your setbacks, you may be on the track before I am.
I wonder if you'll have any better luck getting the flywheel done as a one-off (or two-off) than as a production run. It seems like Silicon Valley is full of little one-man shops like the one I sent to Ed; I don't know what he's capable in terms of production runs or certifying to standards, but he does one-offs and piece work for our company. Maybe at 10 or whatever someone his size wouldn't touch the project, but at 1 or 2 maybe you could interest them ($).
I'm intrigued by the idea of moving the engine down and back, but won't that conflict with the Kpower oiling setup?
No plans on serial production of the flywheel. That ship has sailed. Even getting one made has been tough. In the end, it'll just be a really expensive part, like 3x what we paid for the f'ing long block. le sigh..
So far, according to our initial measurements, we have a little room to move the motor back. Down, not so much. We'll see what Alex comes up with.
No plans on serial production of the flywheel. That ship has sailed. Even getting one made has been tough. In the end, it'll just be a really expensive part, like 3x what we paid for the f'ing long block. le sigh..
Yes, sorry, I wasn't trying to bring that dead horse back. What I meant is that I would have thought getting one would be straightforward albeit expensive. Sometimes my words/fingers connection is intermittent.
You should try PrusaSlic3r instead of Cura. Pathing is a lot better, smarter settings choices instead of the nebulous options of Cura, I find the workflow a lot faster as well based on how they have the presets.
Unless you have an ultimaker... But thats another conversation lol.
As I tend to do with these types of projects, I've aimed a little higher in terms of performance.. and added a bunch of complexity to what should be an otherwise simple project. In this case, I want to move the engine behind the steering rack. Beyond the weight distribution gains, the engine will fit under the hood better and allow a simpler, higher capacity oil sump. The section of the subframe that's cut out is right under the oil pump. That front bit of the Kpower sump hangs lower than it needs to. That front drop section is just for extra oil capacity but since the pick up is in the rear section, that oil capacity is superfluous. So we'll cut the sump shallower there so it's just tucked under the K20 oil pump. That will allow us to tie the two halves of the subframe together. You can see that Alex has fabbed a simple plate to temporarily keep the rack in OEM position while he's working out the rest. That structure will change when it's finished. I don't know exactly how far back it's being moved, l left that up to Alex. I just asked if he could get everthing behind the steering rack. Looks like 6-7" maybe.
We're also keeping the exhaust on the pax side and ditching the PPF. It'll need a shorter custom driveshaft.
This tub isn't Vegas. It's a scrap tub Renderos has laying around to chop up and experiment with.
It looks like the firewall has been clearanced for the intake manifold.
Well that's an interesting engine position! A few install compromises but gain several performance traits like you mentioned. Any class rules about fire-walls that would be a concern with this build?
One tip because I recently ran into it myself. On the intake manifold you have there, the seat where the nuts or bolt flange isn't machined flat/smooth. This will cause the stud or bolt to snap off on the IM and give you a fun vacuum leak(I was chasing mine to finally find out it is the IM). A common resolution on this(from WF) is to flatten the seats at the nut/bolt-head by hand, then use a nord-lock washer to help with any remaining misalignment.
I wondered about the utility of the pickup-less front sump. I asked David about this directly and his answer was that oil from the front was constantly spilling into the rear. Interesting to hear another take.
This is definitely going to be an interesting build. I mean, who doesn't love taking an engine that barely fits into the engine bay and moving it so it doesn't fit into the engine bay at all?
Certainly no harm in having that little front sump on the Kpower kit but it's of limited utility. Unfortunately, it's just a huge 4cyl engine. 35% more displacement, much steeper ports make a much taller head. I may come to regret the decision to relocate it, we'll see.
WRT to rules, we can't even run EC in Champcar with the Quaife. We're mainly focused on LDRL (Lucky Dog Racing League), which allows the sequential. Maybe a few NASA WERC but we'll get slaughtered there. Weeping because we don't have WRL in Cali (yet). Depending on how well things go, we have dreams of shipping the car to friends in Columbus, OH or Atlanta for a few months so we can do some WRL events and maybe a GLTC.
Depending on how well things go, we have dreams of shipping the car to friends in Columbus, OH or Atlanta for a few months so we can do some WRL events and maybe a GLTC.
Originally Posted by Arca_ex
The firewall cut and sequential are both a no-go for GLTC.
In GLTC they'd probably let you run as exhibitionist for the firewall cut, but no-go on the sequential. It's been a topic of discussion for a while, dog-box and PDK/DCT/etc are also being discusses(they're currently allowed without a modifier).
I'm really surprised WRL isn't in Cali...... too many other series out there maybe? Also, I've been meaning to ask Steven about convincing you to come out to Miata Reunion next year at Barber..... and possibly Miatas at the Gap the next weekend!
Change of plans. Decided not to go forward with the engine relocation. Car has been in the shop for two years already. Too much complication, design work and unknowables with the relocation. We just need to get it done. So we're just going to install the standard Z3 kit which by now, is well proven. Lots of WRL and GLTC builds running reliably in competition.
We have so many projects planned using limited resources that it's time to cut bait. Come hell or high water, I want to have Vegas tested, dialed in and ready to do 12hr enduros for the beginning of the 2022 season.
Was about to jump in here and suggest against the extra work. LDRL has put a serious cap on lap times, no need to make a car any faster than what a 200hp Miata with good suspension and brakes can do with a decent driver.
09-17-2020, 12:45 AM
0
