It's the "high flow" unit, I'm not sure about shims. I just asked Savington what to get, ordered it from him, unwrapped it and bolted it onto the motor. I'll ask him how many shims are in it. :)

25 psi was warmed up with 30 miles on it, just before parking it early Sunday morning. I need to go change the oil now and get the moly out of it.

--Ian

Sounds good. I think we have the same pump but as mine is an older production model, its listed as the "street/strip" version. Kinda funny how many things we ended up doing in parallel.

Confirmed: you will have to pull the damper to change the TB, unless you cut the lip off the bottom of the pump.

Attachment 238338

Attachment 238339

Perhaps this will have appeased Mr. Curly? :noes:

Nice.

So I sent a rather detailed email to Full-Race about my 4 port EBC and dual port actuator boost control scheme trying to figure out if I should try the TurboSmart or Forge Motorsport IWG actuator. The response was... interesting.
Followed by
So, lol. I've been in touch with 3~4 guys (including F-R) who say they have seen a TurboSmart prototype dual port, but its not in production right now and no ETA. Perrin apparently made someone a one-off but its not in production either. Blerg. I kinda wish there was some sort of OEM electronic linear actuator that I could buy off eBay and then one of you smart guys can do magic to it so I can plug into my MS3 :p

New plan: Turbonetics Dual Port Wastegate Actuator PN 30326 and MAC 46A-AA1-JDBA-1BA 4 port EBC

https://www.miataturbo.net/attachmen...ine=1423002131

Its got plenty of travel and I believe the spring is rated at 7psi, so I can cheat that a bit by playing with preload. I'll have to to the bracket dance, again, and I'll have to extend the pushrod, but none of these issues are impossible to overcome. I believe this is the actuator Leafy is using (as that's where I got the PN) though he hasn't hooked it up in a dual port configuration yet. Maybe I'll get there before he does.

It's also $60~$70 at various locations around the interwebs so its about the same price as the BW "Low Boost" actuator. Let's see if I can waste more money!

This also happened today:

Attachment 238335
Manifolds back! :yippee:

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Like everyone says, very griptape.

Attachment 238337
...and here is all the shit I've already scraped off the edges and out of the threads :rofl:

Not sure how much force they have, but I have an electronic trunk release that might do the trick. On/Off controls would probably be easy too. Let me know.

I'm not sure what TSE carries, as there is no branding on their EBC, but his is night and day better response than the DIY EBC. Also it is easily half its size as well.

It needs to be a bit more precise than a trunk release ;)

The TSE one is a 3 port, and I need a 4 port for my particular brand of stupidity. Do some reading (damn noob :giggle: ) and you will want one as well. Go look at what Cordus is doing, look up the theory of how it works and how people are setting it up (warning: honda content) and ask FAB about it before you order your EWG. You WILL want this, trust me.

I have selective memory loss I swear!

I will not read up on this, I will not start another project. *repeats over and over again trying to stop hitting ctrl-T and searching 4 port boost controller*

Its a feature of your current new project. You don't HAVE TO do it now, just make sure you get the dual port EWG so you can set this up LATER.

If course, I'm not sure you understand the concept of doing projects incrementally :giggle:

Short version is this:

The standard EBC model is to have the solenoid control pressure on one side of the diaphragm with atomospheric pressure on the other side. This relies on the WG spring for all of the force to stop it from being blown open. Rule of thumb is that the max EBC pressure is 2x the mechanical spring pressure.

With a two-port WG and a 4-port solenoid, activating the solenoid flips the boost pressure from one side of the diaphragm to the other. This provides assistance to the spring, which is supposed to allow a larger (not sure how much) ratio between the mechanical spring pressure and the EBC pressure.

Combine this with TPS-bsaed boost control (doesn't work right in the MS3 right now, the code needs some tweaking) and you can get a much more linear throttle than would otherwise be available in a turbo car.

This is the solenoid I bought:


I haven't actually tested it yet tho.

--Ian

wait, so you mean to tell me you guys don't want torque onset rike dis?
[IMG]https://www.miataturbo.net/attachmen...ine=1423023606[/IMG]
What's the point of even turbocharging den? :giggle:

Ok, there is going to be a bit of a holdup on things for a while. I thought I made a mistake when I ordered my head and compounded that by making another mistake trying to rectify the first mistake. I should have just left things well enough alone. Emilio was gracious enough to help me sort it out and we have a path to move forward, but I get to wait for a while.

But that's OK, because I could probably use the time. I work at a snails pace and I have a bunch of other things I still need to sort out anyway.

Precision is in the electronics that control the actuator, not the actuator itself. Well, mostly.

OK that sounds pretty cool. I'm down for linearity. Someone do all the hard work so I can has easiness.

I'm already expecting my 6258 to be pretty instant spool, compared to the 2860, so it'll be cool to see this in action once the ms3 coding is solved.

From what I understand its the TPS based boost control that is the issue*, not the EBC code itself. You shouldn't have to make any changes to run this type of valve setup* other than minor plumbing and tuning of course. The Honda guys running the Hondata ECU have posted valve DC vs boost charts in various places but I can't imagine they are universal due to the differences in everyones turbo size/engine VE/exhaust restriction/timing/etc.

I'm more interested in limiting via dash switch. My goal is to limit top end while maintaining response, then flipping the stupid switch and running MOREOFIT. Plus boost by gear.

* Someone please correct me if I'm wrong

The valve DC vs boost charts are totally going to vary with everything you mentioned, yes. And yes, the PID control algorithm should work just fine with a dual-port WG -- its just like a normal EBC except with more control authority in the "don't make boost" direction.

Whether or not the specific dual-port MAC solenoid will work well with the clock frequencies available on the MS3 can only be answered by trying it, and I haven't gotten that far yet.

I was trying TPS-based boost control on my MS3 last summer and it didn't work well. I remember looking through the code and thinking I'd figured out why, although I've since forgotten the details. :) After that I got distracted by trying to fix the sync errors, and then it was Laguna, and you know the rest.

--Ian

Well, fuck me. I'm done for tonight.

Attachment 238307