whats on the roof?

 

Fresh air vent that is less likely to draw in water and dust than OEM vent inlet in cowl.

 

Still waiting on 3rd party verification of GoodWins claim and whether with their header there is enough headroom in the fuel system for corn juice.

I'd even be willing to swap injectors if the fuel pump would handle it.

 

Goodwins claims aren't even remotely close to being backed up by a 3rd party yet. The highest I heard of (no dyno sheet) was 165 from some Nationals autocross guy. The Openflash header is making more power than the GWR one right now. Then they had the problems with the resonators not being done right and being super-loud because of it. I bought my damn ND because of the power claims and I guess I learned a big lesson.

As far as the fuel system goes, Turbosource is making 214 whp, 244 wtq with their car so far and OVTune is doing all of their tuning. He has claimed in the past that the stock fuel system is easily capable of over 250 whp on E50. So 200 whp with E85 should be very doable.

 

I keep reading about the "torque limiters" and such in the tuning world for the ND. But all the ND tuners won't share anything. It really annoys me.

 

When they released that stuff I assumed they did it on E85, which I could believe, since that's about what the bad boy header/tune/E85 make over stock on the BRZ.

Is that with Goodwin's tune, or someone elses? Just curious since there are alot of gains in the cam tuning.

You could download ROMRaider and the tunes from OFT web site and see. Why an NA 2.0L motor needs a torque limiter is beyond me.

 

The ND is a stump puller, bro.

 

When Goodwin FIRST said they were making 180 whp 180 wtq, that was on 91 octane. Then when he published the 193 whp and 190 wtq, everyone assumed it was still on 91. He didn't correct that assumption for a few days and then admitted it was with 95 octane. I have no idea what the source of 95 octane was. They have not published any power results while using E85 yet.

Goodwin doesn't do any tuning. All their tunes are OVTune.

 

Well that's shitty.

 

Sorta like when lawyers won't answer your legal questions without billing you.

FWIW, we're making around 158whp with a 100% stock engine, midpipe and exhaust. OFH and my tune using EcuTek on CA91. I'm in over my head with the ND ECU so I'm guessing there is more power available.

 

Every GM I'd tuned has some of it built in. Its mostly for drivability as far as I can tell. 3.5L I5 colorado, drivers perfectly normal with maybe a tiny bit of e-throttle lag when stock. Nearly impossible to not chirp the tires on the paint line pulling away from a stop with the torque management turned off. And that motor was weirdly all top end no grunt for a truck motor.

 

I'll be curious to see how it holds up knowing how you will use the car. The OFH for the BRZ has a history of cracking welds, which is why I cancelled my order for it over the summer.

But I can't bring myself to drop $3k for the ACE header + flex fuel kit + tune.

 

If it's anything like the mazdaspeed3/6 ECUs it's not torque limiters persay, it's just that the ECU tables are built with "load" as one of the axis and that load variable shows up everywhere. Load is a representation of the mass of air in a cylinder, calculated by MAF/displacement*engine speed. You have to root out everywhere that variable is used and remove nannies and rescale tables. It can show up referenced to/limited by steering angle, engine temp, gear, all sorts of things.

We got into a very dark period with the speed3/6 where there was a "load cap", the ecu would cap load values at an arbitrary number, which could then cap the amount of fuel injected even if you needed more, leading to lean conditions, knock, and bent rods.

Once you get it working right it's quite useful. On a turbo car you can use it to maintain constant torque over a wide range of operating conditions. On my speed3 it allows me to toe the hairy edge of what the stock short block can hold, using it to control boost. I don't have boost PSI targets (though I do have a psi limit) I let the load target drive the boost control, which results in a boost curve that increases with RPM to keep the torque constant as the VE of the motor takes a dive and a curve that automatically adjusts with the weather, colder air means the car reaches its load target at lower boost keeping me from putting too much stress on the rods and also keeping me from running out of fuel headroom.

 

I just want Jackson Racing to make up for never coming out with their NA/NB kit and make an ND kit ASAP. Their BRZ kit gets 260+ whp.

The problem with the BRZ engine is that it has no torque down low and so the Rotrex just magnifies that. It does fill in the torque dip, but still. The ND has a fantastic torque curve, but dies up top. So the higher compression of the ND engine and its vastly superior torque curve with make a JR kit an amazing drive on an ND. Not to mention how fast it will be at the same power level as the BRZ kit, considering the 500 pounds less of car weight.

 

The NA/NB Jackson Racing Rotrex debacle has been somewhat frustrating. They don't even respond to emails asking about it. Still:

 

In stock next week.

Design analyzed and optimized in CFD. Made in USA. Aluminum. Dope.

 

 

Why are there no good off the shelf diffusers for the NA/NB?

 

I saw that diffuser on FB yesterday. Emilio, were you the guy that convinced him to work on the ND?

Also, I saw your indictment of the ND suspension design in another thread. Is it not that good? I was planning on getting rid of my 01 and starting to build my '16 Sport as a street/track car...