connect FE3 / FE-DOHC to (rx7) R trans with US parts - Page 2 - Miata Turbo Forum - Boost cars, acquire cats.

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Old 12-05-2013, 10:11 AM   #21
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Is this installed and driving? Did you have to swap the B2600 clutch center to match the RX7 shaft splines, or were they the same?
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Old 12-05-2013, 10:19 AM   #22
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Should be the same.
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Old 12-05-2013, 12:12 PM   #23
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Quote:
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Should be the same.
Yeah, the spline size and count is the same. I have been busy working on the car, but it isn't driving yet. I will write an update here soon.
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Old 12-05-2013, 12:21 PM   #24
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Well this solves the problem with every F series swap I've seen to this point. The whole using a miata 5 speed behind an engine that can make 400hp without being opened up.
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Old 12-05-2013, 03:01 PM   #25
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I just went out to the garage and shot some pics of my Bongo type III bell housing. I wanted to see if it was the same as the B2600 G housing you used - it's not. Most noticeable are the top trans bolt holes on my bell are missing on the B2600. How many bolts make the connection on the B2600 to the FE? You are using the later G housing correct? The one that was used on the Mazda G6 engine, not the early Mitsu G54B.

I'm sure the different bells explain the input shaft clearance discrepancy.

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connect FE3 / FE-DOHC to (rx7) R trans with US parts-bongo-b2600-transcomp.jpg  
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Old 12-05-2013, 03:03 PM   #26
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Yeah it's a G6 housing, look at the first pic in the thread.


Better pic of one. (mine)



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connect FE3 / FE-DOHC to (rx7) R trans with US parts-part_1380384074926_photo1015.jpg.jpeg  
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Old 01-16-2015, 11:36 AM   #27
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Quote:
Originally Posted by m2cupcar View Post
I just went out to the garage and shot some pics of my Bongo type III bell housing. I wanted to see if it was the same as the B2600 G housing you used - it's not. Most noticeable are the top trans bolt holes on my bell are missing on the B2600. How many bolts make the connection on the B2600 to the FE? You are using the later G housing correct? The one that was used on the Mazda G6 engine, not the early Mitsu G54B.

I'm sure the different bells explain the input shaft clearance discrepancy.

The other difference, and in my opinion most significant, is that the b2000 b6 bellhousing uses the "twist" pattern. The centerror section has a 15 degree rotation compared to the"straight" pattern of the bongo bellhousing. Still ususe able but it forces you to use the b2600 tail section and I believe that puts the shifter further back.

Oh and in for updates.
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Old 01-16-2015, 12:10 PM   #28
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relevant: The FD box with the bongo bell housing is PnP solution for the FE3 rwd. The FD input shaft is longer than the FC TII and fixes the issue I mentioned elsewhere about the minimal spline engagement and zero pilot bearing engagement.
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Old 01-16-2015, 12:19 PM   #29
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Quote:
Originally Posted by m2cupcar View Post
relevant: The FD box with the bongo bell housing is PnP solution for the FE3 rwd. The FD input shaft is longer than the FC TII and fixes the issue I mentioned elsewhere about the minimal spline engagement and zero pilot bearing engagement.
Any idea how to get the bongo bell housing in this country? B2600 trannies are surprisingly expensive.
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Old 01-16-2015, 12:22 PM   #30
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I hooked up with a Kiwi on a car forum (MX6.com). He needed some stuff from the States so we worked out a deal. I'd think Australia would have the same vans- and there are Aussies on this board. You could do the shopping online, buy and have them ship. I think it was $60 to ship a holiest turbo and some motorcycle throttles to NZ.
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Old 01-16-2015, 12:24 PM   #31
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Quote:
Originally Posted by Leafy View Post
Any idea how to get the bongo bell housing in this country? B2600 trannies are surprisingly expensive.

I think thenuge24 pulled a B2600 trans, rear end, driveshaft and other **** out of a junk in Ohio for like... a couple value meals.


I have a B2600 trans in my garage i'm not entirely sure i'm going to use.
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Old 01-16-2015, 12:27 PM   #32
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To concealers point, B2600s are cheaper as a whole than parts. I've seen them for <$500 on CL down here.
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Old 01-16-2015, 12:29 PM   #33
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Yeah the junk yards here want more for the b2600 trannies than rx7 trannies. But if the b2600 bell is cockeyeed like that, then imprting a bongo one would make more sense.
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Old 01-16-2015, 02:06 PM   #34
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Im talking to a guy in NZ. He has a ton of FE3 experience and "heaps" of bell housings.
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Old 01-20-2015, 11:19 PM   #35
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Okay... updates, where to start? For the past year or so I've been working two jobs. I had been working at the same bicycle shop since I graduated high school and it just wasn't paying the bills any more. I liked working on bikes but customer service was never my strong suit, just not much of a people person. I went part time at the bike shop and a friend got me a part time paid apprenticeship at a small private machine shop, making mostly aluminum parts for automated microscopes. three CNC milling centers, a manual lathe and 3 manual mills. I was very used to working in millimeters at the bike shop, and had to make the transition to Thousands of inches. So I've been learning a lot and working a lot, but had very little time to work on the car. I'm now full time at the machine shop and couldn't be happier.

Not too worried about the angled trans, it's angled from the factory in the B2600 and doesn't seem to hurt anything. for the shifter I am going to use the rx7 unit and just bend it to be reasonably straight.

Forward progress on the car: Installed a large aluminum "universal Chevy" cross flow radiator from Speedway, and an intercooler. The intercooler is a Treadstone bar and plate that a friend used on his 2jz 4runner, should be plenty big enough.

All the motor and trans mounts are done, I used range rover v8 mounts and steel plate to connect to the factory holes in the subframe. the Rover mounts are pretty much glorified hockey pucks, and very inexpensive. Fabbed up a trans mount cross member and used a rover motor mount on that, too. We'll see how they hold up.

I've traded my holset hx35 for a mitsu EVO 8/9 factory twin scroll, I got lucky and it's the larger of the two factory units so it should be pretty good for my purposes. I purchased some "1.25 schedule 10 stainless weld "L"s, EVO turbo flange and had a friend with a CNC plasma table cut me a FE3 head flange. I had another friend that makes bike frames TIG weld it for me. You may be noticing that I have a lot of friends willing to help me out! I couldn't do this without them. We backpurged everything with a separate little bottle of argon. I think it came out pretty nice for my first attempt at a manifold, making it fit the twin scroll turbo definitely was more of a challenge. The exhuast routing will be very straight forward I think, due to the angle of the Evo turbine outlet.

What else? making a plate to run the stock brake master without the booster, fabricating an intake and fuel rail and I've installed a Kirkey seat and Sparco wheel. Working on getting some pictures up for you all to ogle, but I have to re-install Picasa on this computer.
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Old 01-21-2015, 12:58 AM   #36
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Okay, how about some pictures (cell pics):

Triple pass radiator:





turbo and manifold, I had to purchase a wastegate actuator, so I got this 18 psi unit from turbosmart:





One more, my favorite:

Attached Thumbnails
connect FE3 / FE-DOHC to (rx7) R trans with US parts-20141231_183032.jpg   connect FE3 / FE-DOHC to (rx7) R trans with US parts-20131107_214423.jpg   connect FE3 / FE-DOHC to (rx7) R trans with US parts-20131109_200401.jpg   connect FE3 / FE-DOHC to (rx7) R trans with US parts-20150105_184335.jpg   connect FE3 / FE-DOHC to (rx7) R trans with US parts-20150109_173918.jpg  

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Old 01-21-2015, 01:41 AM   #37
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I also took time from the Miata to help a friend turbo their VW Rabbit, which took up an entire winter, and then some. Great learning experience.





megasquirt, turbonetics t3 of some sort, honda radiator, ebay intercooler, boost tubes, down pipe etc. I did all the planning, parts ordering and installing. As you can see there is very little boost tubing involved, and I tried to keep it as small in diameter as possible. We had some one else handle the aluminum tig welding and dyno tuning. It's on E85.

You can see the dyno video here:

Attached Thumbnails
connect FE3 / FE-DOHC to (rx7) R trans with US parts-20130809_113534.jpg   connect FE3 / FE-DOHC to (rx7) R trans with US parts-20140328_170416.jpg   connect FE3 / FE-DOHC to (rx7) R trans with US parts-20130809_113534.jpg   connect FE3 / FE-DOHC to (rx7) R trans with US parts-20140328_170416.jpg  

Last edited by XS Hack; 01-21-2015 at 04:39 AM.
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Old 02-06-2015, 02:48 PM   #38
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Is that the stock Kia oil dipstick tube?
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Old 02-06-2015, 03:51 PM   #39
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Yes, stock dipstick. It snakes it's way to the sump in the back and manages to clear all the turbo stuff. Is it in a different location on the Mazda version?
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Old 02-06-2015, 04:05 PM   #40
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Sweet build, I'm pretty close to you up in Corvallis, I would love to check this thing out when it's up and running.
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