I am planning on going efr once I build the engine which may happen within the next year. I live in clearwater, work in carrollwood, and attend grad school at USF so I am all over the place.

Hell yeah you are haha, damn man.
What's in Carollwood? I haven't heard of that place-very much.

Carollwood has a lot of nice housing for old and rich people. Thats about it. I am an auditor at a small cpa firm there.

The track day was a great success! I am now addicted and will be going back to Sebring in October. I only took two pictures and they were right in the beginning of the first day of the opening straight and my car in the garage area of the paddock.

https://www.miataturbo.net/attachmen...ine=1371577322

https://www.miataturbo.net/attachmen...ine=1371577322

The first session out on the track was incredibly overwhelming and I felt as if I had made little progress by the end. I started in the middle of the grid and almost every other car had 100whp+ advantage on me which caused me to not completely focus on my driving and worry about not holding up traffic. My line was bad, my shifting was bad, and I wasn't sure how fast I should be pushing it because my instructor wanted me to go fairly slow and learn the lines.

After the first session I went to the download meeting and then had 30 minutes to reflect on my performance. I went out to grid for the second session and when I got out on the course everything just started to flow. I was so much more comfortable on the course and pushing the car that I was able to focus on my line and not everything else happening. The rest of the day was spent steadily improving. The car ran very well and had no overheating issues at all on the first day. My instructor on day one was a good guy and seemed to know what he was talking about but we just didn't click.

On the second day I was assigned a new instructor, Charlie, because my first instructor left Saturday night. Charlie and me clicked instantly. On the first lap of the first session out he had me show him the line I was taught on day one and evaluated my skills. Once he started coaching me everything just seemed to come together. I was no longer being passed by anyone on the course except for the 750whp mustang, GTR, and the R8... not that I was passing everyone else either but I was holding my own and making a few passes.

The first two sessions went incredibly well and Charlie was actually pretty impressed with how well I was doing for someone with no performance driving experience of any kind. We had noticed that the sidewall felt like it was flexing on the rivals when I was running 32psi hot temps so we upped it to 36psi hot for the third session.

Charlie started teaching me a much more aggressive line from the school line because I was making good progress and the tires were gripping a lot better now. The new line for turn 17 threw me off and I was having trouble getting it right, on one lap I came in too hot and then turned in too slow and had to slam on the brakes to avoid hitting the back wall :(. I also started having a heat problem 3 laps in to the third session because it was super hot out and I was pushing the car harder. I started taking it easy and focusing on the line.

Charlie took me out in his s2000 to show me how he drives 17 and a few other turns to clarify some other parts of the course. When we came back for the last session I nailed the line for the entire track perfectly 4 times in a row. It got to the point that Charlie was just sitting next to me clapping and laughing because I was so on point that session. I was pretty proud of myself but I won't let it go to my head because I still have loads and loads to learn but it was definitely a great success for my first weekend. I will be working with Charlie again next time I go.

So that track session really changed my priorities with the car and I will be suspending all power mods until I have completed all safety and reliability mods. Before October I want to have proper radiator ducting, seats, harnesses, and the new springs and sleeves I've got installed on the car. From there I will probably replace my radiator, install an oil cooler, and a reroute. I want to be able to push the car as hard as possible on the track without worrying about it failing. The rest of my money will be spent on seat time.

Cool writeup man, makes me itch for some track time. Good call on focusing on reliability over performance, that's a crucial step many of us mess up on when building turbo street cars.

Great to hear your first experience was a positive one. It's more fun spending money on the instant gratification of power mods, but reliability and safety stuff should definitely take priority.

I am dropping my car off tomorrow to wrap up a few things and should be ready for some more seat time. There is a PCA Roebling event in October as well. I'll have to check the dates and see if I can do both or will have to choose one.

Sounds like you guys had a good time out there. I know it was probably hotter there than it was in Tampa, and it was hot in Tampa that weekend.:firedevil

Saw you coming on base while I was leaving them again while I was coming on base with your girl?Looking really good man, I want a hardtop for mine.

You sure you saw me? I don't go on base, I'm not military. I am also currently single. I think there is atleast one other black mica msm in the area.

Haha yeah it wasn't you it was a white miata (FrankB) hahaha My bad.

Haha, wrong again... I have a titanium grey miata and its currently in Gulfport, MS. I have also been in Norfolk, VA for two past two weeks..

Strike 2.

Well shit fellas!
It's one mean looking white NB.

Awesome, cant wait till im done with school to buy real suspension and do some track days at Sebring. Koni yellows with 450/300 makes organs hurt. XiDA.......i needs

Got a great deal on a complete 01' VVT motor that I will be fully building in my spare time. That is all....

Hey Ryan, are you still stock turbo? Would you mind sharing with me your current tune? Do you change back and forth for cold/warm weather?

I am still on the stock turbo. I only have one tune for cold and hot weather. I will give you my tune but I will add the disclaimer that all motors are different and don't just run my tune on your car. I also have yet to completely dial in my idle with A/C on.

I think a good idle, coast back down to idle, stop and go traffic all with A/C is a pipe dream with our ECUs.

Mazduh. I recently spoke to Reverant about the hot/cold issues. He gave me his most recent MAT correction table that he uses. It's much different that the one that came with the computer and seems to have helped some.

Which would look like this. Sorry for spamming your thread Ryan.

https://www.miataturbo.net/attachmen...ine=1376542928

So I picked up my new engine today.

https://www.miataturbo.net/attachmen...ine=1377391330

https://www.miataturbo.net/attachmen...ine=1377391330

It is currently sitting in my apartment living room. Why? BECAUSE BACHELOR...I also have no garage. I will be doing all of the cleaning and diassembly/assembly in my apartment with a drop cloth/tarp underneath it like a boss. I will layout my exact build plan soon.

Bring it to Plant City.

Where would I be storing it in Plant City? Are you volunteering space?

It is the biggest pain in the ass to move without a hoist. I bolted the plate to it and we literally lifted it out of the back of the van I used to transport it and onto the stand. No bueno.

I would disassemble the motor here and then you can take it back to your place clean and in pieces. Doing it there is going to be a living hell.

Is it a fully functioning motor?

The motor is not running. The headgasket blew and coolant hydrolocked it. I expect atleast one bent rod.

It is going to be a huge pain in the ass too move again unless I can borrowm steve's hoist. I would have to lift it off the stand again and into a vehicle. I really don't want to do that again.

If you remove the cylinder head and as much stuff as you can without removing the oil pan, it is manageable with two people.

It's a lot of fun reading a build thread after actually seeing a car in person. Good job so far Ryan! Next time, I want to see the EBC in action instead of the 2 stage MSM turbo vtec boost lol. But I could hardly complain if you have the built motor and EFR... BTW I know the feels of car parts in the bachelor pad lol.

I liked your trackday post. Hopefully I can get on a road course and mirror your experiences in the near future.

I am going to list out my plans for my motor build as of right now as well as the goals I am trying to accomplish. I welcome any feedback and suggestions as nothing is set in stone at this moment and there are still a few things I am unsure of at this time.

Goals/purpose of car: This motor build is being completed with the parameters that this will be in a daily driven vehicle. This means it has to last at least 50k miles but I would rather be much closer to 100k without a rebuild. While this car is primarily a street car I will be tracking it regularly (at least 4-5 times a year, hopefully more). I plan to make 400whp on the street with pump gas but run it at something like 250-270whp on the track so I am not constantly breaking shit all the time.

Budget: I am very flexible on the budget as I make good money and have low fixed monthly expenses. However, I will not just spend money to spend money. Every purchase has to be justified on a cost/benefit scenario and due to the fact that I will not be competitively racing this car I do not need the best of the best of absolutely everything. I am also not a dyno queen so qualitative gains matter to me as much if not more than comparable quantitative gains. Things like increased spool, smoothness, drivability, and throttle response are all important.

If you are going to make any suggestions on how I should alter my plans you will have to be able to justify it on the basis that the extra cost is worth the improved performance for the purposes of this car and how I plan to use it.


Block:

84.5 mm 8.6:1 supertechs

Supertechs because they seem to be the best piston for DD use. I chose the size because it is the largest bore you can go with a stock gasket. If this is a bad idea from a reliability standpoint then let me know and I can change. Troy(Miata2Fast) has also been trying to convince me that with headwork 8.6:1 is not the optimal compression ratio for power across the band and initial throttle response. These things are important to me so any discussion on this topic is also welcome.

H-Beam rods (probably ebay)

This is a cost benefit thing. Sure there are better rods but these rods have been proven to be durable at these power levels and the slight benefit of a lighter rod does not seem to be justified by the increased cost.

ARP everything
piece of mind and reliability.

Bearings

I am undecided on how I want to proceed with bearings. I do not have much knowledge on the real differences between OEM, ACL, and Clevite bearings for instance. I need a bearing that can reliably handle that kind of power without sacrificing too much longevity. I am open to suggestions here.


Head:

I have a VVT head. At the very least I want to replace the springs. I have also considered doing a complete head workover with a P&P, +1mm oversized valves, etc. I like the idea of more power everywhere by making the head breath better as I am aware that a stock head can flow 400whp and this would not be necessary for peak power. I will need to figure out about how much this would cost me for a few different scenarios from a reputable shop. I am also unsure of how any of this work would reduce overall longevity of the motor.


Accessories:

Boundary engineering VVT Street pump (because 400whp)
Supermiata Damper (because 400whp)
Coolant re-route
LS truck coils

I feel like I have not listed very many parts but I also left off everything that is not really part of the engine or can easily be added later like cams, sheet metal intake manifold, all new hotside parts with EFR turbo, etc. My main priority is to get the engine built and in the car running so I can enjoy it. Then I can continue to put all the baller parts on it.

At first glance, this seems like an overly ambitious goal based on the combination of bolded items. I'd be curious to see who has made 400 WHP on 93 octane, what their longevity has been like, and how their response would look if dialed down to 250 WHP.

It is ambitious and I may find that I cannot attain all of the attributes I would like but I am going to give it a solid try. Soviet hit 400whp on pump gas so I know the power level is possible. The longevity is the biggest unknown as most people with cars at this level do not put big miles on them. I am not sure why much would change, besides wear and tear from the power, if the engine was dialed back to a lower whp figure. I would accomplish this with a separate boost table which should be fine with the same tune everywhere else.

I am interested in the answer to your bearings question also. I purchased ACL bearings from doap parts but I highly doubt I will ever receive them.

As far as static CR, TSE builds turbo engines at 8.6:1, which is why I'm going with it. Sav has the hard data to back up his recommendation. Also higher safety margin is always good.

I know it's not much for consideration. But as far as longevity and reliability I have put about 14k on mine in 3 months. That is a 1.6 making 358 whp. And I beat the hell out of it on a daily basis.

That is using Clevite bearings, and a stock oil pump. It has seen some drag strip use but hasn't been to the track yet. First track day (if my wallet allows it) will be the end of September at Sonoma. Then I will see what kind of track reliability it has.

I also use Valvoline VR1 20w50

I appreciate the input and it will definitely be considered. Anecdotal evidence on the bearings is not really all that convincing though. I need to do more research to figure out what the real differences in the bearings are and how they effect performance and longevity.

Yeah, I would like to pull the motor a pop some of the main caps to take a look, but it still runs so I don't want to do that. Although, on my next oil change I will be sending off a sample to see what is in the oil, any bearing material or anything like that. But there hasn't been any metallic looking material when I have changed the oil thus far.

My cometic head gasket goes to 85mm I believe. I have 84mm slugs though, after all the research I did I found that they seen to be the most popular to go up to.

Call Jeff( ninja ) for a guy to go your diamond bore and hone. he did mine and that shit is crazy awesome.

Let me know where you end up sourcing LS truck coils, I'm going to need those guys.

You changing trigger wheel too?

You have VVT?

It's about time you started a build thread, lazyass!

"Ryan's build thread - Clean and Mean"

Yeah, I'm glad he finally got around to starting one.

I'm confused.

It's good you finally started this thread just now. It was about time.

Considering this thread is over a year old I am having a hard time figuring out if this is a dryer than normal form of humor for you or if you are being serious.

I am trying to stay with the OEM head gasket and not go too big on the pistons to avoid creating any weak points in the block from overboring.

I'll definitely keep Jeff in mind when I am ready to have machinist work done.

I hadn't really thought about the trigger wheel at the moment.

I will have VVT but I will have to add that functionality to my MS2 with the VVT box.

Believe it or not, Steve and I were having a drink and I mentioned your thread.

Steve was like, "Ryan has a build thread?".

He posted that seconds after the conversation.

LOL...

So I went to Sebring this weekend for my second track day. Last weekend I had made some quick and dirty top and bottom ducting for the radiator using PVC rolled plastic from home depot and aluminum tape. I would have taken some pictures but it was pretty horrid looking because I was in a huge hurry and it needs to be redone.

HPDE 1&2 go out on the track together with our NASA group and this time it was something like 48 cars. I must have gotten out in just the right part of the grid during the first session because I only hit real traffic one time. I was passing a lot of cars and having tons of fun. During the download meeting after the first session I was hearing about all sorts of huge issues about certain drivers refusing to give point-by's and blowing past others with point-by's. Second session out I grid behind this bright orange 2013 Boss Mustang. Once we are out on the track I gave him quite a bit of room on the first yellow lap while they were still getting people onto the course. The flags go green on lap two and it takes me all of two turns to be on this guy's ass because he is essentially drag racing from corner to corner and where ever his car ends up at the end is where he turns in. I am waiting for him to point me by and I park my car in his rear view and wait.......and wait...... then we hit a straight and he floors it and walks away from me. That is of course until the next set of turns where I am riding his ass again. It was so bad that my foot was coming completely off the gas and I was just coasting. This went on for about 3/4's of a lap while my instructor is just losing his shit because he doesn't understand why this is happening. I ended up just backing way off and the rest of the session went really well.

That brings us to the third session. I am on point and pushing the car hard. People are giving point-by's at every chance and I am just passing car after car. This is HPDE 1 & 2 so its not exactly all that impressive but it still made me feel good and my instructor was complementing my line and car control. Well most of the way through the session I am flying around corner 16 onto the back straight and I look down at my gauges and HOLY SHIT pegged H on the coolant temp. I immediately let off the gas and the temp comes right back down and I decide to PIT and inspect the car. I had assumed that my ducting just had not been working as I had hoped and I was just pushing the car too hard. Well I pop the hood and there is a fair amount of coolant on the driver side and some on the throttle body elbow. Then this happens:

https://www.miataturbo.net/attachmen...ine=1381149904

https://www.miataturbo.net/attachmen...ine=1381149904

https://www.miataturbo.net/attachmen...ine=1381149904

After inspecting the radiator it appears that the plastic end tank was forced to slightly separate from the aluminum core and spray pressurized hot coolant into the engine bay. I searched for a replacement radiator and one of the spec miata teams happen to have a used all aluminum triple pass crossflow that they were going to let me have for $200. My excitement was quickly squashed when I realized there was no way for me to secure my fans to it. None of the autoparts stores had a radiator and I could not find another team with a spare. I was out for the weekend so I decided to put some stop leak in the radiator and drive it home, which has held up so far no problem. I have also seen no signs that I blew the head gasket which has me counting my lucky stars. This morning I placed an order with Emilio for his crossflow unit. I should be back on the track before the year is out.

Ugh, now you have stop leak everywhere in the engine and heater core. Good luck getting all that shit out. I would have just driven home with a cracked radiator (which I've done before).

He doesn't have the gummy tar-ball type of stop leak, but rather the one with the copper flakes. It costs a little more but doesn't leave a mess. It will flush out with ease. And it was that or pay a tow truck for four hours.

Okay so time for a little update. I was able to get the new 949/FM radiator in with little drama. I also received some springs and sleeves from summit and will be putting them on my OE bilsteins as soon as I make the time. I have also begun purchasing parts for the engine build. I had pretty pictures of all of these things but my phone broke and I lost them because I hadn't uploaded them to the cloud yet. But don't worry I don't want to disappoint...

Today I placed my order with Abe for one of these

https://www.miataturbo.net/attachmen...ine=1390949969

https://www.miataturbo.net/attachmen...ine=1390949969

The only difference is that mine will be v-band. I have spoken to a local BorgWarner master supplier about the new v-band housings for the 6758 and will likely be going this route. In speaking with the vendor I realized why the new 7163 with the v-band housing was so much more expensive than the 6758. It is not because it is a larger turbo but because it has an aluminum bearing housing that saves about 3 pounds of weight from the original iron bearing housing. You can get this same aluminum bearing housing option on the 6758 and the two turbo's will cost exactly the same. I also learned that the 6758 v-band housing will have a 0.85 AR instead of the 0.64 AR. This will cause it to spool slightly slower, obviously. Now I am wondering whether I should go with the 7163 (0.80 AR v-band housing) or the 6758 (0.85 AR v-band housing), both of which are internally wastegated.

Any suggestions?

Have you seen some of the 7163 stuff, like the below screen cap. If having the ultimate in transient response doesnt matter to you, the Mixed flow Turbine in the 7163 looks like the new jesus.

http://blogperrinperformance.com/wp-...17barboost.jpg

And I suggest you really really read the graph labels, because they dont make sense but are the correct labels.

I have seen those graphs. As well as the dyno graph. My question, as you mentioned, would be how much the transient response is affected. I have not seen hard data on part throttle and transient response between the two.

If I wasnt auto-xing The 7163 would be my choice hands down. Whats left to be seen is how much of a difference the extra inertia makes, but also how the mixed flow turbine reacts at low shaft speeds and the transition from low flow. Its entirely possible that the turbine geometry can improve the transience response too.

Get the new one. Nobody likes last year's Vera Wang handbag.

Lots of new goodies that need to be installed. Now I just need to find the time....

https://www.miataturbo.net/attachmen...ine=1393119276

https://www.miataturbo.net/attachmen...ine=1393119276

I still need a few things to complete everything I need but I should be able to get this engine built pretty quickly. That is the plan anyway.

I ordered my EFR 7163 (v-band) from FAB9 today. Great vendor, good price, fast response. I am having it shipped to Abe at ARTech to make my ballin manifold.

https://www.miataturbo.net/attachmen...ine=1394252423

Inb4glory :fael:

Damn it, I hate you Ryan! As soon as I saw Fab9's ad for the 7163 v-band I immediately start contemplating if I could sell my current EFR setup to have Abe make me one for this turbo but I don't think would be able to get away with it without my wife losing her mind. I also thought to myself if Ryan hasn't bought his turbo yet he will be buying this one... So jealous buddy, I can't wait to see your build progress! Hopefully you will have this beast running early next year and I can get my Miata back down to Clearwater, maybe for a track weekend even!

Hey Frank, wanna sell me your current EFR setup? :naughty:

Ryan, what is the status on the motor?

Right now I have pretty much all of the needed parts. I think next weekend I should have the time to separate the block from the head. Then I just need to break everything down so that I can get it to a machine shop. Now that I have dropped money on the turbo the engine is going to be top priority.

This is the fun part. Engine building!

This weekend I installed the 600/400 spring combo I have had sitting around for a while now.


https://www.miataturbo.net/attachmen...315_155201-png

https://www.miataturbo.net/attachmen...315_155233-png

https://www.miataturbo.net/attachmen...315_155256-png

http://i1286.photobucket.com/albums/...psxvutooax.jpg

The springs and sleeves went in with ISC 1.5" top hats in the back. I had another pair of tophats for the front but the strut tower brace bracket hole was too small and I didn't feel like cutting it today. When pulling the rubber boot off of the rear shocks I found that the bump stops in the rear had quite literally disintegrated. Sixshooter gave me some NA bump stops as a temporary fix. I will need to order some new ones.

Why have I not met you? I feel neglect

You should come out and meet us on the track at Sebring. :party:

Ah fixed yer pictures.

Do you still think the new springs ride well?