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Old 02-17-2010, 09:10 PM   #41
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At atmospheric pressure, I get 1.08 volts and ~65kpa using the GM 3-bar wizard that correlates to my map sensor. Tim gets ~101kpa and 1.64 volts. If I use a pressure pump and increase pressure so that it read 1.64 volts, I get ~104kpa through the AEM. 5v input confirmed by multimeter. Am I missing something or should I be looking for a new sensor?
You may have already solved this w/ the new sensor on order, but atmospheric pressure should be at or around 100kpa. I only know this from tuning my N/A K series motor, andd at WOT, it should be close to 100 kpa-- of course depending on altitude and all that other stuff.
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Old 02-17-2010, 10:12 PM   #42
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dynoed today. Not thrilled, not disappointed with the results. 259whp, 241wtq at ~12psi.

Shitty spool (vvt is unplugged, defaults to full retard, so good top end but **** spool):

Big difference in spool. The car hits noticeably later and slower. This shouldn't be a huge deal, but it will hurt driveability in the short term. My next project is to play with the VVT voltages and work out a table to start with - Jason has done a bunch of work with the solenoid, seeing exactly what the solenoid wants to see in order to produce x result. I just need to sit down with the car in the garage and make it do what I want.

Car also ran less timing than before, by around 5 degrees through the torque peak. I added 2 degrees across the board after my "final" pull and gained nothing.

I need to get this bullshit intake manifold off the car, too. The fuel map drops like a rock past 5000rpm. I bet the car would make 290-300whp with an intake manifold at 12psi.
If you need to race the car before you get the variable closed loop VVT figured out with the AEM EMS, you can do what Y8S did with his hydra and just go full "on" below 5xxx rpm (?) using one of the simple rpm switches built into the AEM. You'd get his "have cake and eat it too" signature graph. Not as trick as a real VVT but you should get much better spool and still have that top end.

Oh, in case you didn't know, atmospheric pressure is about 100kpa.

EDIT: Sooo are you going to go with a honda grafted intake manifold?
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Old 02-17-2010, 10:30 PM   #43
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Originally Posted by greeenteeee View Post
You may have already solved this w/ the new sensor on order, but atmospheric pressure should be at or around 100kpa. I only know this from tuning my N/A K series motor, andd at WOT, it should be close to 100 kpa-- of course depending on altitude and all that other stuff.
100 kpa at WOT huh? have you looked at the domain name of this site?
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Old 02-18-2010, 02:22 PM   #44
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If you need to race the car before you get the variable closed loop VVT figured out with the AEM EMS, you can do what Y8S did with his hydra and just go full "on" below 5xxx rpm (?) using one of the simple rpm switches built into the AEM. You'd get his "have cake and eat it too" signature graph. Not as trick as a real VVT but you should get much better spool and still have that top end.

Oh, in case you didn't know, atmospheric pressure is about 100kpa.

EDIT: Sooo are you going to go with a honda grafted intake manifold?
Sadly, RPM switches are pretty well proven at this point to **** up VVT heads. The switchover snaps the cam clockwise and momentarily increases the RPM of the intake cam well, well beyond the intended range of the valvetrain. I think Bill Schenker (sp?) went through 3 heads last year in his CSP car using an RPM switch - he said the intake valve seats were all destroyed on each one. I wish it were that easy. Julien and Jason are playing with the AEM cam/crank sensors to see what will work and I'll do whatever they come up with.

To start, probably. Looking at the Skunk2 piece. Eventually I want more of your hot sculpted product in my life, but the B18 mani will give us a good starting point for comparisons.

Last edited by Savington; 02-18-2010 at 02:57 PM.
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Old 02-18-2010, 04:32 PM   #45
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Sadly, RPM switches are pretty well proven at this point to **** up VVT heads. The switchover snaps the cam clockwise and momentarily increases the RPM of the intake cam well, well beyond the intended range of the valvetrain. I think Bill Schenker (sp?) went through 3 heads last year in his CSP car using an RPM switch - he said the intake valve seats were all destroyed on each one. I wish it were that easy........
Really...damn that sucks. hard to believe it accelerates the cam that violently. Do you have any additional information on this, perhaps from Bill Schenker? I'd like to know his entire setup.
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Old 02-18-2010, 05:02 PM   #46
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what's your oil pressure at 5000 rpm?

i wonder if there's a way to restrict the oil flow through the spool valve--like only opening it part way (decreased orafice) to slow down the opening...
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Old 02-18-2010, 05:08 PM   #47
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what's your oil pressure at 5000 rpm?

i wonder if there's a way to restrict the oil flow through the spool valve--like only opening it part way (decreased orafice) to slow down the opening...
I agree. I was thinking a sort of oil restrictor. Or better valve springs/valves if you're really lofting the valves from the added acceleration.

We do have 2 spintrons here...hmmmm

It's easier to have the AEM gurus determine an electronic/programming solution.
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Old 02-18-2010, 05:54 PM   #48
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Sadly, RPM switches are pretty well proven at this point to **** up VVT heads. The switchover snaps the cam clockwise and momentarily increases the RPM of the intake cam well, well beyond the intended range of the valvetrain.
How it ***** up the seats is a bit of a mystery, because the VVT as per Kevin's datalogs can only go to full advance in 50 mS. 47* in 50 mS is 150 RPM. So it can only add 150 RPM. That means if you switch over at 5000 RPM, it makes the cam momentarily go 5150 RPM. Even if the peak instantaneous velocity is double, that's only +300 RPM.

I have a suggested fix for those using an RPM switch:
Those using RPM switches for VVT - MX-5 Miata Forum
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Old 02-18-2010, 05:57 PM   #49
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Quote:
Originally Posted by Savington View Post
Sadly, RPM switches are pretty well proven at this point to **** up VVT heads. The switchover snaps the cam clockwise and momentarily increases the RPM of the intake cam well, well beyond the intended range of the valvetrain. I think Bill Schenker (sp?) went through 3 heads last year in his CSP car using an RPM switch - he said the intake valve seats were all destroyed on each one. I wish it were that easy. Julien and Jason are playing with the AEM cam/crank sensors to see what will work and I'll do whatever they come up with.

To start, probably. Looking at the Skunk2 piece. Eventually I want more of your hot sculpted product in my life, but the B18 mani will give us a good starting point for comparisons.
You have seen this that Jason had posted about? I am planning on going with VVT in the near future and plan on going with what he says there until the DIY VVT controller is done.


Jason beat me to posting his link.
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Old 02-18-2010, 06:04 PM   #50
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Step 1 in getting the AEM to do VVT is to get it to READ the cam phase.
Go to the VVT setup screen and play with it.

Next, check that going full advance on the cam makes your phase readout show an additional 47*.

Next is to set up the feedback parameters and targets.
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Old 02-19-2010, 12:59 AM   #51
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Jason, J_Man mentioned you guys are going to try a non-OEM wheel to make the OEM cam sensor work - is that just for fun or does full advance on the VVT make the sensors lose sync?
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Old 02-19-2010, 11:09 AM   #52
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full advance doesn't make it lose sync... it didn't with the hydra or adaptronic.

incidentally, if you find this useful, the adaptronic logs the current VVT angle.
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Old 02-19-2010, 12:26 PM   #53
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Jason, J_Man mentioned you guys are going to try a non-OEM wheel to make the OEM cam sensor work - is that just for fun or does full advance on the VVT make the sensors lose sync?
It doesn't as long as your VVT cam isn't off on the timing belt by a tooth in the advance direction.

I started a new thread on this discussion:
https://www.miataturbo.net/forum/t44080/

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Old 03-03-2010, 03:01 AM   #54
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Just scored a used 600hp Precision core on eBay. Cleared for high boost once again. I am going to give the motor another full day at 12psi to continue break-in, and pending resolution/maintenance of the recent blowby issue, turn it back up to the ~18psi range. Maybe if the heavens are kind, I'll bring an intake manifold and ~350whp to Laguna in April.
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Old 03-30-2010, 08:17 PM   #55
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Update time, kiddies.

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Originally Posted by Savington View Post
SO

Here's the plans for 2010:
-Precision 350hp intercooler Precision Turbo Intercoolers from HorsepowerFreaks
The current core I am using is an eBay piece, 22x6x2.5 core. Great for street use, probably not going to cut it for 350-400whp and track duty. I want an efficient core, and I think that's my best bet.
Apparently the 350hp core heatsoaks, so I found a 600hp core.

mack daddy:
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Need to reduct the front end, high-dollar IC does not mean it will properly cool the car through it. Radiator needs some fresh air.

Quote:
-AEM EMS. The MSPNP wasn't doing anything wrong, but it wasn't doing some things at all. I want individual cylinder trims, knock sensing, onboard datalogging, VVT control, and real closed-loop boost control. AEM does all of that, and with the Series 1 ECUs on closeout right now they are a smoking deal. I paid about $1100 for mine.
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Quote:
-3.909 gears. The 4.10s were just a bit short, but the 3.63s were only going to work for ACS and I don't go there enough to justify sacrificing all the other tracks. I just drove a 6-speed/3.909 combo at Buttonwillow and it's absolutely perfect.
Done, perfect. I'll want more speed eventually but that will be accomplished by raising the rev limiter.

Quote:
-VVT. It's worth some power, the only question is where. Advance down low, retard up high is just the beginning here, I think. I want to play with some cams and see if I can get away with a seriously aggressive high-duration intake cam with the VVT.
Done, pretty much perfect. The closed loop settings need a small amount of work but I have control. I'll take this to the dyno in about a week for concrete results - mostly in the midrange and low end.

Quote:
-Intake manifold. Going to start out with the Edelbrock VictorX manifold and their 75mm throttle body as a baseline. Tim wants to do one in the spring, so we are going to start with that and see where I want to improve it. I'd like to play with a dual-chamber design but we'll see where we end up.
Gospeed is a baller, my B18 mani showed up yesterday.

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Currently in the process of fabbing it up. Biggest worry is making sure the warpage of the flange is minimal so I don't have to take .080" off of it afterwards. Also deleting the VTCS butterflies, obviously.

Quote:
-Headwork. This is the one thing I've never played with in this car. In order to get the power I want, it's not going to be avoidable. This is a subject I'm quickly discovering to be kind of a black art. I want to get exotic with some of the stuff. Inconel exhaust valves and coatings on the chambers/valves for extended high-load pulls. It's going to start with a valve job and some P&P and we'll see where we end up.
more later this year, focusing on other things first.

Quote:
-E85. This is still a few months off, since I'm going to have to essentially rebuild the fuel system, but the benefits can't be ignored. Lower EGTs, lower cylinder temps, increased detonation resistance, and low cost make it a good choice for high-boost track work. I'll have a ~95 octane map for fun track days since I expect to use ~7-8 gallons of E85 per 25 minute session.
Hoping to make this switch soon. 100 octane is expensive and E85 makes more power safely anyway. If it's really good, I will sell my water injection system which will save ~20lbs of curb weight.

Headed to the dyno next week with the IM and VVT running. Car made 310whp at 18psi last time, so I'd like to think 340whp at 18psi this time around won't be a big deal.
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Old 04-09-2010, 01:55 AM   #56
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Not the prettiest piece but hopefully it will do the job.
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Old 04-09-2010, 02:15 AM   #57
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wow so much progress
Very nice sav
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Old 04-09-2010, 07:40 AM   #58
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Wow. Mad props.
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Old 04-09-2010, 09:09 AM   #59
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No way to run the coolant reroute below the IM?
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Old 04-09-2010, 09:36 AM   #60
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Very nice. What throttle body is that? Size?
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