Miata LFX Swap (Singular Motorsports & Good-Win Racing)
#1381
--I've read OEM ECU's do some really exotic things with their mapping, such as leaning the Hell out of the engine on tip in and then dumping lots of fuel after. If I remember right, part of what Ryan was trying to get around were ECU-based limitations, and maybe some of these quirks.
The ideal state would really be to have all of the A/F mixture combust at once where you don't have to worry about burn rate. This is called Homogeneous Charge Compression Ignition. Google it, it's neat tech, but still in the infant phases of development. To my knowledge, no OEM has gotten this to be a production viable option as its extremely sensitive to temperatures, A/F mixture, compression ratio, etc.
--To make things easier for my brain, I liken PI to DI like the jump from carbs to TBI. Are you saying in your other post that other car groups are taking direct injection cars and then adding port injection via piggyback? I think some of the MSPNP units can run additional injectors for Miatas, like PI + TBI. Care to expand?
- Some companies have created larger lobes on the cam that drives the HPFP, but many times that comes at the expense of HPFP reliability long term.
- Larger HPFP's are becoming a more common thing in the Ecoboost community, but they can get pricey.
- Larger DI injectors are also quite hard to come by. Unless you get lucky and the engine you are talking about has a higher HP brother offered by the OEM (like LFX having the LF4), you probably won't find bigger injectors out there to help you.
https://zzperformance.com/products/l...tor-controller
#1382
Supporting Vendor
Thread Starter
iTrader: (3)
Join Date: Jul 2006
Location: San Diego
Posts: 3,303
Total Cats: 1,216
Awesome info being shared here.
I considered several options when deciding which way to go on this. I quickly threw out the idea of a single auxiliary injector pre-throttle body for fear of uneven distribution between cylinders. I considered adding PI while retaining the DI, controlled by something like the split second system, and that would be an attractive option for a street car that wants to retain the factory ECU and systems, but it didn't make sense for this application - an added layer of complexity and still stuck with the limitations of the GM ECU.
I don't speculate on dyno numbers any more than I speculate on lap times (i.e. never ). But, the supercharger is currently off the motor, and I plan to get the Haltech up and running and work through setup on the majority of new systems before reintroducing boost. So there's a good chance I'll end up dynoing the car while NA as part of that process. However, it's unlikely that I'll be at the same dyno as I have been previously, and there will be some other variables that will have changed. For example, with the change to a universal ECU, it didn't make sense to retain the GM throttle pedal and TB and have to work out the calibration and quirks of those - far easier to convert to a well known TPS and DBW TB. So I now have a TPS on the Tilton throttle pedal and made an adapter to fit a Bosch throttle body from a Porsche 997 application to the LFX intake manifold:
I considered several options when deciding which way to go on this. I quickly threw out the idea of a single auxiliary injector pre-throttle body for fear of uneven distribution between cylinders. I considered adding PI while retaining the DI, controlled by something like the split second system, and that would be an attractive option for a street car that wants to retain the factory ECU and systems, but it didn't make sense for this application - an added layer of complexity and still stuck with the limitations of the GM ECU.
I don't speculate on dyno numbers any more than I speculate on lap times (i.e. never ). But, the supercharger is currently off the motor, and I plan to get the Haltech up and running and work through setup on the majority of new systems before reintroducing boost. So there's a good chance I'll end up dynoing the car while NA as part of that process. However, it's unlikely that I'll be at the same dyno as I have been previously, and there will be some other variables that will have changed. For example, with the change to a universal ECU, it didn't make sense to retain the GM throttle pedal and TB and have to work out the calibration and quirks of those - far easier to convert to a well known TPS and DBW TB. So I now have a TPS on the Tilton throttle pedal and made an adapter to fit a Bosch throttle body from a Porsche 997 application to the LFX intake manifold:
#1385
Supporting Vendor
Thread Starter
iTrader: (3)
Join Date: Jul 2006
Location: San Diego
Posts: 3,303
Total Cats: 1,216
A) No way to avoid that the V8 is two cylinders longer. I can't move the engine through the firewall in Limited class, so those extra two cylinders would hang past the front wheels and be worse for weight balance. If I reach a point where I determine the juice isn't worth the squeeze to get the LFX to my power targets, I have a plan B in mind (always thinking several steps ahead), but an LS wouldn't be it.
B) Going the path less traveled has given me a ton of opportunity to face new challenges and learn and grow as I work through them. This car has been my university for the last 15 years. Wouldn't trade that for anything.
I've probably said it before, but to reiterate... the LFX is an amazing option for an out-of-the-box reliable and under stressed 300whp. If I were building a car for just driving enjoyment, I'd leave it as GM intended it and run it all day. There's more to an engine package than a power number, and the LFX has just the right amount of low end torque and smooth delivery to make the car really alive yet drivable. The only reason for all the extra hassle documented here is because this car's goal is to compete against big power TA cars and exotics at a FIA Grade 1 Formula One track (read: massive straights where nothing plays to the Miata's strengths).
#1386
For some reason I forgot you were still in Limited. That's all fair, even if you're hanging hanging a super charger off the front of the engine and adding an intercooler. It should still weigh a bit less than those extra two cylinders. Fab experience is worth its weight too. Very excited to see it back out turning laps.
#1390
Supporting Vendor
Thread Starter
iTrader: (3)
Join Date: Jul 2006
Location: San Diego
Posts: 3,303
Total Cats: 1,216
Motul 300V 5W-40 for the engine, Transmission and diff got Motul Gear300 75W-90 and the cooling system gets a mix of antifreeze, distilled water, and MoCool
#1393
Do you have any more information about this? I've been trying to decide between an 8.8 and Getrag, and the lack of a good diff to put in the Getrag has been it's major sticking point. Quaffe makes an LSD for them, but the results I've seen from the people that have tested them have been sub par, especially for the price. Being able to drop in something of OSG quality and reputation would be huge.
#1394
Supporting Vendor
Thread Starter
iTrader: (3)
Join Date: Jul 2006
Location: San Diego
Posts: 3,303
Total Cats: 1,216
Do you have any more information about this? I've been trying to decide between an 8.8 and Getrag, and the lack of a good diff to put in the Getrag has been it's major sticking point. Quaffe makes an LSD for them, but the results I've seen from the people that have tested them have been sub par, especially for the price. Being able to drop in something of OSG quality and reputation would be huge.
So I don't have a timeline yet on when we'll have them done, but it does finally look like it's happening.
#1395
Why not use a Ford 8.8? It's pretty light weight, lighter than the stock RX8 diff at least. It'll hold up to anything and LSD options all day. Lots of shops tune OSGs, I'd talk to ShaftWorks. I'm running a Torsen T2R, but will prob do a tuned OSG at some point in the future. I haven't tracked the car yet so no idea how it'll work.
#1396
Supporting Vendor
Thread Starter
iTrader: (3)
Join Date: Jul 2006
Location: San Diego
Posts: 3,303
Total Cats: 1,216
The Getrag is lighter, and has better exhaust clearance. The exhaust clearance doesn't matter for me now since it's side exhausts, but there are lots of guys running the Getrag option.
Thread
Thread Starter
Forum
Replies
Last Post
Tyreshredder
General Miata Chat
8
04-29-2012 10:47 AM