I've been told inexpensive aftermarket bearing cover and peal-n-stick shims make life easier.

 

:: deleted messed up post ::

 

If hose disconnected gives you less than 10 psi @3000, then it's indeed blowing open.
If hose disconnected gives you the same 10 psi @3000, then the EBC is letting some boost past the solenoid at 3300.

EDIT: D'uh, I suppose you meant "no reference" to mean "hose to wastegate can is removed"?

I am very surprised there's enough backpressure at 10 psi boost to blow it open.
My 5 psi can has an extra large diameter, which increases the preload.

BTW is there a 2-port wastegate can that will fit? That would so allow a low boost can that won't blow open even at 25 psi.




I love the throttle linearity of my low boost can with TPS controlled EBC. (which is single port 5 psi btw, 15 psi full boost)

 

Forge has one, as does Turbosmart. Both appear to have problems but that's been from a very small sample size of folks on this forum. There is also a random Turbonetics one that is supposed to "adaptable" but I've not seen anyone document it quite yet.

I'm pretty close to pulling the trigger on the "new" Turbosmart one, I just haven't gotten around to doing it yet. I think they announced it about a month ago? My plan is to buy it via Prime because I want to see if the lower chamber leaks, and I'll return it with a quickness if that's the case.

 

I am 100% onboard with a transmission swap when this comes to fruition. Been looking forward to not shearing gears since I broke my 5spd 2 years ago at 260tq, with the EFR I'll be closer to 350+. Such excite, much YES.

 

MX-5 Miata Forum - View Single Post - T5 trans swap. T5 to BP bell housing.

Might take care of the shifter location issue you were talking about. With the V8 input shaft you would be closer to an inch of center, but still kind of close. Maybe a bit of trimming.

That being said, no idea what the Semi-Remote Gas/Diesel SYM tailshaft is either.

 

Meh. The funky hard-to-find tailshaft makes it really hard for everyone else to do as well. I'd much rather build around an obtainable option, and the most obtainable/adaptable T5 is the Ford V8 box.

 

Makes sense. I'm gonna do some more digging. Might be cool for a one off.

 

TCCoA Forums - View Single Post - Another t45 Tbird in progress...

Oil seal. Looks pretty baller. I think I'm going to try and go this way.

Fail, thats a T45. But the right size oil seal in the freeze plug might work.

 

Curious... What's the max psi you're expecting to run on this car with the 6258 & stock internals? Still stock 10:1 pistons?

 

I won't go past 10psi (~220whp) on the stock internals.

 

Bump, no big updates. Have had very little time to fiddle with this car while other projects are going on here.

Starting to run into the limits of the 10:1 compression ratio on CA91. At 170kpa, I'm stuck at ~11deg through the midrange to ward off detonation, so that's probably where I'll stop with the boost. E85 would be worth 20-30whp through the entire powerband, but that would blow up the motor, so I won't do that yet either. IOW, 10psi seems to be the sweet spot for the worst case (10:1+91CA). With 14deg on top, 10psi was good for 206whp, so with some more time on the dyno, I think 220whp might be doable. Not bad for the pisswater we call premium here. I have toyed with the idea of blending my own 94 octane mix to see what the difference would be as well.

Next step is a quick dyno session for some final stock-piston 6258 numbers, and then I'll swap in the 6758 and start getting a solid idea for what the true difference is between them. I also need to get the flex fuel sensor wired up and installed so I can start working on the E85 mapping. While that's happening, our machine shop will put together an 8.5:1 bottom end so we can start playing with E85 and more boost.

 

Is 12 psi, 93oct fuel, 9.5 CR in my low timing future?

 

Let's see what it does at 300 kpa.

--Ian

 

Very curious for 6258 vs 6758 at 10:1 on pump gas.

 

A short reprieve this week from the "make it faster" game. Ivo Tuchi's death at Buttonwillow last month prompted me to spend some money and time on a proper level of safety gear for a car that's capable of lapping 5+sec under the SM record, despite looking (mostly) like a pedestrian Miata with a full interior and all the amenities

For track days, out comes the Elise seat on stock sliders and in goes a Cobra Evolution on a PCI Universal bracket, Schroth ProfiII-6H belts, a Sparco 383, and a 2.5lb drychem extinguisher on a Blackbird Fabworx bracket. Everything is 100% reversible so I can still DD it between events without lumbering in/out of a race seat or living without an airbag on the street.

Expensive, but you only live once, and the peace of mind on-track makes it easier to focus on the task at hand.

 

Good to know, that interior is sex.

 

Sweet beer battered deity this is a good thread.
I've got V8 t5s galore out here if you need cheap parts.
Will trade for various baller miata parts.

 

Interior needs "'95MSM Boost Gauge Mod": In-dash Boost Gauge



- even looks OEM!

 

I've had the car down for a few weeks preparing for some major updates. All the oil/water lines are off the car for final measurement/fitment, and I'm adding a few reliability items around the turbocharger (silicone heater hoses, heat wrap for throttle/cruise cables, etc). Also decided to swap the Teins for an MSM Bilstein 600/350 setup, which I expect to be better in every way.

While the car is torn down, I'm also installing my Racelogic system as well as wiring the ECU for flex fuel. The NB is returnless, and I want to try to keep it that way as long as possible, so I wasn't certain where I wanted to put the flex fuel sensor. My assumption was that it would restrict fuel flow, which wasn't ideal. My research, OTOH, says otherwise:



Off to install the sensor in the feed line, then.