I知 super stoked. I placed the order today for the fm turbo kit for my 2001 miata. I知 really looking forward to getting it installed and feeling the difference in power. I also have a MS3 pnp pro to hook up after the kit is in and everything is working. I知 sure I値l have some questions a long the way but for now I知 just excited

 

Install the MS3 first, and get familiar with the software, and learn how to tune it first. You have one less variable with no boost.

 

I'm currently installing it on my 2002, I've really enjoyed the process.

 

Do injectors before the turbo install, if that is your plan. Going to larger injectors requires retuning which is a bit riskier if you are already turbo. I'm in the same boat, just got injectors re-tuned, turbo going in ASAP.

 

I have exactly followed the advice given, MS3 first, then injectors, soon to add turbo.
Being new to ECU tuning the learning curve has been steep, and the chance to do it step wise, with an NA engine has been very worthwhile.
Especially adjusting for the larger injectors, that added some challenges that I am glad did not include a turbo.

 

Sounds like you're doing the FM Stage 1 with a Voodoo box if you're planning on getting the turbo going before the MS3 upgrades. That seems like an unnecessary step and expense given the MS investment.

I recently did the FM Custom Spec Turbo and 3 inch exhaust installs, at the same time as the MSPNP2 with boost control (on a 2000 NB). FM's DW 550cc injectors followed later. It all came together fine, working from the base tune and adjusting as needed. The stock injectors were good for about 10psi of boost before they maxed. Given Tuner Studio makes the injector change so easy to set up, it was pretty easy to adjust for the bigger injectors later without much of a tuning complication.

 

so yes, I知 aware of the extra expense. I知 actually not so much buying the voodoo box as much as I知 buying an EO sticker... California blows.

 

I was considering doing the fm kit with the voodoo first then installing the ms3 injectors fuel pump square top and e85 stuff and just towing it to the tuner and having the professionals do the hard stuff lol

 

Hey Mark, to hijack a little bit, what parameters did you use for the DW 550 injectors in Tuner Studio.
What dead time, what sort of voltage curve, and are you at 60 psi on a non return fuel line, or 42 on a return line?
I am having a bit of trouble getting the dead time to work right.

 

I'm still working through that too but here is where I'm at right now. I started with just using 550cc for the injector size in the Req. Fuel configuration without changing the base tune setting of 1.3 deadtime, and it ran great, including when i up'ed the boost. I have not measured fuel pressure at the rail but forum posts seem to agree on around 60 psi for the stock pump and rail. The DW spec sheet rates the injector flow at 665 cc/min at 4 bar (58 psi) and the deadtime (aka Battery Offset per DW) at about 1.0 for 13-13.5 vdc. When I tried those settings, there was an immediate impact to idle so I returned to previous settings until I have time to retune idle and try again. I've had open loop idle running perfectly but understand I should also move to closed loop, which might help as I work through the injector settings.

 

Yes, that is exactly what I have run into. I have it set now for 675 cc/min on required fuel, since the data sheet with the injectors rated them at that value for the ~4 bar the 2001 runs at.
I keep dropping the dead time from 1.3 downwards, doing street runs, and changing the VE table values in the Log analyzer.
I have it working at 1.175 now, but plan to keep dropping by 0.05 increments, while letting the VE table richen it back up.

But something needs to be changed in the cold start tables, as it is a hard start when cold now. Fine once it has warmed at all. I can't tell if it is initially flooding, or not enough fuel. It takes 10-15 s to start to fire well, so it seems like it is related to the 9 s cold start taper function.

 

You're probably too young to remember when the air here was thick brown, burned in your throat and made your eyes water, every single day. The worst days it was a turd colored fog, less than 1/4 mile visibility. I remember that and for one, am grateful for the draconian laws that require the vast multitudes of Californians to drive cars that are 10,000x cleaner. Yes 10,000 x cleaner and that's not hyperbole. That it requires us car geeks to jump through a few hoops to play with our toys is a small price to pay for breathing far fewer carcinogens and actually seeing blue skies most of the year.

Now back to your regularly scheduled car stuff..

 

If this past summer in Sacramento (wildfires) was anything like the air was before CARB, welp, CARB is a necessary evil. This summer was miserable with weeks on end of 200-400 AQI, no thanks. I'll survive without a modified street car.

 

Thanks for saying that, Emilio.
I attended a conference at the LA Convention Center in Aug, 1989, a city I had not previously visited.
As I walked to the Center every morning, facing North, all I saw was that brown turd sky.
On the last day the wind came in and blew it away. That was the first time I realized there were mountains to the north of downtown LA, around where Pasadena is.

Controls to stop that are required, no question.