Whats up with then 2nd piston down? It looks like it wasnt ungodly rich like the other ones and kind of looks sandblasted.

Trick of the camera. It actually looks just like the other in real life. I was dissatisfied with the effects created by the flash but had little ambient light available at the time to take a flashless picture. All of the factory machine marks are still present in the tops of all of the pistons.

I don't often cruise, but when I do it is at 15.5 AFR. I'm at 13 AFR at 101kpa and taper down to 11.0 at 12psi with a 2870. Granted, 11.0 might be a little rich but it is predominantly a track car and in a very heat-soaked environment. I put on a long sleeved shirt yesterday because it only got up to 87*F for a high.

I am definitely using the fuel cut in overrun as well.

Thought about it, but maybe the time is better spent on the car. Knowing that the schedules aren't up yet, have you thought about what events you will be doing next year? is CMP a possible event for you?

I don't know what I am doing next year. CMP is a bit of a haul. If I go there it will be later next year.

Right now is engine build time.

I have purchased the following.

From 949 Racing:
8.6 Supertech forged pistons
ARP head studs
ARP main studs
ACL rod bearings
ACL main bearings
ACL thrust bearings

From Full Race:
M10 Inconel exhaust stud kit

From Rockauto:
clutch master cyl
clutch slave cyl

Already had on the shelf:
Crower I-beam connecting rods (no Chinese H-beam stuff here)
ported and polished NA cylinder head (was actually on miata2fast's shelf)
coolant re-route kit (yep, finally going to install it)
Devil's Own multi-port injection kit (may or may not install at this point)

And I have some additional heat control work to do.

Block is back from machine shop and short block is assembled.

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I just set the head on it.

I also mounted my new super secret triple pass stock car radiator. It is a custom prototype. I think I will recommend he take advantage of about 1.5 inches of additional width available. It is also a little thicker than my Mishimoto 52mm.

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Did you assemble the motor today yourself?

I got some help when I needed it.

More details about the radiator please. Do you mean stock car as in the racing series or it came out of a stock oem car?

Stock car as in "rubbin' is racin'." I shall be testing this prototype for a fab shop that may be bringing something like it to market eventually.

Blood offering, lol.

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Alright, head and intake manifold/injectors are on. I had to grind on the intake gasket to gasket match the intake ports. And the previous owner of the head removed the intake studs (you know who you are) so I had to take them all out of one head and put them in the other. Just taking time... I would post pictures but that isn't allowed by the mobile app right now.

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Ha! I think I remember where they are. If I recall, they now reside on the throttle side of my intake manifold.

I am really looking forward to seeing this motor run. It should be a whole nother animal compared to the last motor.

It runs! Have a cigar!



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How much longer did you spend on the tuning last night. Car felt much faster to me on the ride along. Any plans to revisit the dyno soon?

congrats on the running engine! :party::party:

Maybe after I get the larger injectors in. With the ported head and rebuild I went from 80% duty cycle to 104% when I datalogged on the way home. I'm way out of injector.

Time to put the Deatschwerks 700cc's in.

Thanks, stranger! You must be making really good grades or have gotten a girlfriend or something, because you don't ever waste time on the forum anymore.

Sadly no on both of those cases. Working away on school stuff, and job stuff, and car stuff here and there. im still lurking about though.

I would highly advise against the DW 700cc's unless you already have them. I was not happy at all with my DW 1000's, sold them and went to ID 1000's and they are 10x better. Well worth the extra expense to go to EV14 injectors.

You and Ryan G (who got the Five-O EV14s) are stressing me out. I bought them in December so I will use them.

I have to calculate the req_fuel change from 7.4 with my 460cc rx7 injectors to ?.? for the 700cc injectors and change the injector opening time (milliseconds) to reflect the new injectors. I think that is all I will need to do to swap them. I haven't read up on that stuff in a while and will need to double check what all I need to change.

Great progress man, congrats.

I too would advise against the dw's, but if you have them just give em a shot.

460/700=.657 which is roughly what you should be multiplying req_fuel by

7.4 x 0.657 = 4.8618

Thanks for saving me the trouble. I'll get by with a little help from my friends.

Here is a set of cheaper EV14's in 1000cc.

Those look like Five-0's... fuel leaks are scary.

Ryan G is using Five-Os. I haven't heard of him leaking yet.

I guess I'm going to run the DW's Ive already bought. What problems are people having with them? I haven't read of any yet and this is news to me.

Fair enough. When EV14s were basically only available in non-stock fitments from ID and Five-O I know FO had some fuel leaking between the injector and their injector spacer issues. Its probably resolved by now I hope, but I haven't really heard much noise either way about Five-Os since everyone not wanting to pay DI money for EV14s started to go FIC.

I see. I've heard some people disparage the DWs lately but I haven't heard a reason why yet. Lars? Anyone else?

The only problem I've had with my DWs is the long dead times at low battery voltage (aka during cranking)
Adaptronic maxes out at 2.55ms for injector dead time correction which i'm hitting at 8.5 volts and that's all i can add while the injectors take 3-4ms to open under that.
Sure a battery shouldnt much lower bellow 10 volts while cranking but all i'm saying is if it does it aint starting.

Other than that i've been running mine for +2 years now. No issues.
I guess the only other "issue" i can think of is, the rubber grommet that goes into the head is not a tight fit on the injector and can be lost during installation if you arent careful.
(one of the left)

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Good to know. I just bought a new lawn tractor battery so it shouldn't be an issue.

Strange things are afoot at the Circle K.

I swapped in the DW700cc's in place of the RX7 460cc's. I changed the req_fuel as discussed above (7.4 to 4.9), took a tenth of a millisecond out of the injector opening time (1.2 to 1.0), the battery correction voltage from 0.1 to 0.2, and the car would barely run. I ended up mucking with those values to get it from 1.0 to 1.05 on the opening time, and it ran better. I gradually increased the req_fuel until it reached 7.3 and my AFR at idle and while free revving seemed pretty good there. WTF? Are my dead times that off or are the injectors nearly the same size as the ones that came out of the car? Strange.

I looked at injector opening times in many places online tonight and came up with these tables comparing an EV1 like the one that came out of the car to the EV6 I put in it.
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The discussion came from here:
Megasquirt MSEXTRA / MS3EFI • Injector Open Time (View topic)

I'm curious what the more experienced might have to say.

I road tuned for a few minutes, and it went well, but didn't think to datalog until after I got home. I know datalogging would tell me a bit more.

A few new notes after sleeping on the problem.

I had done a fresh air recalibration on the O2 sensor last week since the car had been sitting since September. It seems to be relatively accurate in relation to the performance characteristics at idle.

I have read that the req_fuel is somewhat arbitrary and that the VE scaling is the important factor in making the engine run. As it sat yesterday, I had dropped the req_fuel from 7.4 to 7.3 and the idle AFRs were similar to the idle prior to the change. Then, the cells around the 101kpa and up seemed to want about 20 to 25 points less VE value (roughly around 120 down to 100) to get back to target AFRs. This tells me that if I left the req_fuel at 7.4 the car may have been pretty close in the middle and top cells. The idle cells were a touch rich at 7.4. This is telling me the injectors are acting too similar to the size that came out. They are supposed to be ~60% larger.

The car is at 1/4 tank of fuel and it is old fuel from September. I will be topping the car off with fresh fuel and retuning to eliminate that as a variable.

FWIW, I could adjust the req_fuel up or down while idling and watch the idle AFRs ease upward or downward, and likewise, adjusting the opening time setting would effect it similarly.

I just had a track weekend at Sebring on newly redone engine. I still need to make some adjustments. The wastegate actuator isn't holding closed and the wastegate itself is binding a bit when it opens. I need to check the diaphragm in the actuator.

The new radiator and reroute works well. We'll see if the same thing can be said this summer.

Cooling down in the garage:


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This was my first track event on the Cobalt XR2/XR4 combination. I liked it very much. Modulation was more precise than with the Hawk Blues and they seemed to maintain their consistency when they got really hot. I was impressed.

My bumper cover must be moving a lot more than it used to. Low mount camera in bumper mouth:

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videos/pictures are awesome. Hows the new motor doing? Good oil consumption and power?

I have gone for a ride. It is a whole new animal.

Motor is fine. Vacuum during decel is significantly better, which tells me the rings are sealing better.

Oil consumption has never been a problem, although I think I overfilled the oil pan before this last track day, which generated some smoke at idle between runs. I am also going to revise my breather setup because it needs a better catch can arrangement at these grip and power levels.

And I'm having some boost control issues, probably IWG related. It was very slow to spool as if the WG wasn't fully closing at times. I have eliminated the actuator diaphragm and the boost control solenoid as possible problem spots. I may switch actuators. I also know the IWG shaft is still too tight on this turbo and may need to be freed up a bit more.

New triple pass radiator is excellent at 78 degrees ambient. It will be hot soon and then the real testing will begin. I may be stepping up to a better oil cooler either way, since I've already got it.

The Cobalt XR2/XR4 brake pad combination was exceptional. I need to get under the car and do a post-event analysis but on track they were wonderful. They performed better than the Hawk Blues in every way.

Welcome to five years ago...

We run XR1-Front, XR2-Rear on most of our race cars, but they are fully prep'd, R-compound only sort of race cars. I wonder if you might like the XR1 though.

I've never gone from XR2 on the front of a car, to XR1 and NOT liked it. It's worked on every car I've tried it, but none of them were a miata.

Depending on how grippy of a tire you're going to be using in the future, you might want to try the XR1 the next time you need to buy pads. As long as you're using tires that have grip levels as high or higher than the Contis you ran at Sebiring, I think you'll like them.

Also, big props for tracking a turbo miata, that sort of activity seems to be getting pretty rare around here...

Thanks. It does tend to break a lot of little crap along the way but I enjoy the challenge of catching vettes on a cheapskate's budget. I will continue to spend more and make incremental improvements because that keeps it interesting.

I appreciate the recommendation on the pads. I may step up at some point and use fresh tires and need better pads but these were a good match for the older Contis. The fellow I bought the pads from said they would last five or six track weekends but I am already halfway through them. I only ran 6 of 8 sessions in the weekend, too.

I wonder how the DTC series compares to the XR series for feel and performance. Anybody have experience with both?

Before (Corrado 11 inch BBK):

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Looky here.

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So sexy.

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V8 Roadsters 11.75 inch BBK. It sure is nice living within 8 miles of V8R's shop. Shandelle is a hell of a nice guy.

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ARP extended lug nuts are on order from Summit. Hopefully I can get them in before the track day next weekend.

That just looks down right proper. Have you road tested it yet?

I have now. It has a high, hard pedal.

This camera angle from the outside of the back window gives me a bit of vertigo.

The reflection of the sky on your trunklid really messes with my eyes because it makes it look like the camera is swaying.

I am glad to hear there are no stories of wadded up sheet metal or smoked motors.

I did smoke a set of pads and grind up the new rotors.


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Not a high enough temperature pad. I'm too fast for mere mortal brakes, haha.

You also blew off an intercooler coupler atleast 4 times and melted/ripped the coupler securing your intake filter. Beaded aluminum piping is in your future.

Coupler was three times because it was assembled in a bind. It needs to be adjusted.

Steve, I just think you need to slow down a bit and these problems would all go away.

I've heard that. But the boost controller knob has a ratcheting mechanism so it only turns up, never down.

Speaking of which, I would like to go to a dyno sometime soon to see what it is actually doing.

How big is the Florida miata turbo scene? I might be game to drive down in the fall for a dyno day if I get my car back together by then.

Pretty decent size. Florida is a large state though. Good luck getting everyone together and with running vehicles.

Whew, those brakes look cooked.

Good seeing you Saturday, wish I could have hung around longer.

Wait that was you that stopped by? Why did I not know this until now?

That has to sting just a little bit.

Haha, yeah.

Please tell me you have not given up on your car.