RIWWP's Mazdaspeed Miata build
04-02-2013, 05:40 PM
#26
I agree, he should have it full time.
Mike you might be interested in paging through this guys build on a local forum: Mazdaspeed Miata: It's ALIVE! Whats next?
- TriStateTuners.com :: Home of Tristate Auto Enthusiast
Mike you might be interested in paging through this guys build on a local forum: Mazdaspeed Miata: It's ALIVE! Whats next?
- TriStateTuners.com :: Home of Tristate Auto Enthusiast
04-02-2013, 06:54 PM
#27
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Yeah, I follow his work on the MSM boards too. 
Went back out for a drive, my wife monitoring the laptop data feed. Not going lean anywhere on throttle, which is good, although I only very briefly got into boost, and not at high RPM or high throttle.
I am probably safe to give it a romp, but "probably" doesn't really cut it for me. Edging into it patiently. I've got my normal commute tomorrow and the next day, and it will get much more time spent going through the paces.
Went back out for a drive, my wife monitoring the laptop data feed. Not going lean anywhere on throttle, which is good, although I only very briefly got into boost, and not at high RPM or high throttle.
I am probably safe to give it a romp, but "probably" doesn't really cut it for me. Edging into it patiently. I've got my normal commute tomorrow and the next day, and it will get much more time spent going through the paces.
04-02-2013, 07:10 PM
#28
Voids warranties
I used to think that till I saw them at the auto-x. Its incredible the times these cars can post with a skilled driver.
04-02-2013, 07:59 PM
#30
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Nearly lifting the inside wheel of a 2,400-2,500lb car that is quite low and has a relatively stiff suspension...
FM Stage 1 for now. Well, stage 2 technically, but that just adds the sway bars, which the prior owner already installed. It will be about an inch drop, will ride better than stock, have less body roll than stock, and will improve grip on all 4 corners.
My upgrade from that will be to Ohlins, just don't have the funds for that this year.
04-02-2013, 08:50 PM
#31
Super Moderator
You know what they say about Miata owners......
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FUN, FUN, FUN!
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FUN, FUN, FUN!
04-03-2013, 03:06 AM
#33
nice car, I don't understand about the intercooler though..
To me it would make more sense to install a high quality intercooler and just put some grill mesh on the front bar opening to protect it.
Only as strong as the weakest link.
To me it would make more sense to install a high quality intercooler and just put some grill mesh on the front bar opening to protect it.
Only as strong as the weakest link.
04-03-2013, 06:24 AM
#34
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The ebay intercoolers have been measured to have about 98% of the efficiency as the $500 intercooler options, which usually means a degree or two lower intake temps. Adding mesh eliminated this gain, plus hurts radiator effectiveness., and it's been proven.
04-04-2013, 10:40 AM
#35
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hey pearl did you get and cut up your hood yet?
04-04-2013, 12:52 PM
#37
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No, picking it up tomorrow. Unless there is an objection, I will probably drive up there with it on and uncut Saturday, and we can cut it there? Assuming there is some sort of cutting tool available
What roof? 
04-04-2013, 01:08 PM
#38
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pm coming your way
04-05-2013, 11:40 AM
#39
I already regret selling mine. Stupid nice weather.I dyno'd mine just the FM intake, FM inlet pipe, and mbc set at 10psi and saw 171rwhp/160tq.
Those are some really nice numbers. Congrats!! Bring it to the next bbq at 200mph's place!
04-05-2013, 11:59 AM
#40
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I was actually using yours in the Dyno list as the comparison, as it was the closest to what I had.
The timing of the BBQ meets tends to be wrong, but yeah, I'm keeping an eye out for one I can get to.
The timing of the BBQ meets tends to be wrong, but yeah, I'm keeping an eye out for one I can get to.
04-05-2013, 12:32 PM
#41
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Picked up an Emerald Green NB hood this morning:
The stage2 fan pack for the Crossflow arrived shortly after, so the Crossflow and fans are getting installed tomorrow, and then I start working on cutting vents into the donor hood.
The stage2 fan pack for the Crossflow arrived shortly after, so the Crossflow and fans are getting installed tomorrow, and then I start working on cutting vents into the donor hood.
04-05-2013, 12:49 PM
#42
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why the hell do we have some POS miata thread on an RX8 forum??? HUH! Where the hell are the moderators?~!
oh, hai Pearl.
nice build btw.
04-08-2013, 07:07 AM
#44
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Late last week I discovered a problem with the Hydra where it starts reading lean to the point of introducing fuel cut cycles and misfiring, even though it goes rich enough to spit fuel out of the tail pipe. Cycling the power to the Hydra solves it and returns the AFRs to what they actually are...for a period of time. After some troubleshooting with tech support, we discovered that it was a firmware problem, and I got the last 8 firmware revisions to help them test to see where the problem was introduced.
Saturday morning my wife and I took our puppy out to a park, an hour away. During the driving there and back, I was testing Hydra firmware revisions:
v68 - two 1hr driving segments, no problems at all (from Thursday's commuting)
v69 - 5 minutes of idling and 5 minutes of driving and it started misfiring quite badly. Showed AFRs in the 15s and timing advance in the 40s. Ambient temps in the high 30s
v71 - 30 minutes of driving and it started misfiring badly, AFRs in the 15s, timing advance in the 30s, ambient temps into the 40s
v72 - This idle was pretty bad right off the bad, spitting and choking like it was way rich but with AFRs hovering in the high 14s. I drove on it anyway, and only got 10 minutes in before it started misfiring, didn't check AFRs / Timing at that time, ambient temp into the 50s
v73 - 1hr 15m of driving with only a single misfire felt, idle was a bit rough though not as bad as v72, ambient temp in the 50s
I sent this off to FM, and got a response requesting me to move back to v68 and just stay on that to see if the problem ever surfaces there.
Then, mid afternoon, I got started on the main project.
I test-fit the donor hood I picked up. There was some concern that as this was a '99 hood, the shape around the headlights would be slightly different and cause problems. Perhaps there is a faint difference, but not anything that bothers me. Fits just fine:
I also think I'm going to skip any repainting. The green is dark enough that it isn't a glaring contrast.
Assembling the SPAL fans onto the shroud, Crossflow sits in the background waiting:
Assembled all together, waiting to be installed:
Stock set out in one piece, will be selling this off:
New 180f thermostat and gasket installed:
The hole that the new stuff is going to fit into, I think the AC condenser is already moved forward at this point.
The AC condenser was a serious PITA for me. The prior owner had installed an aftermarket set of horns that were directly in the way of moving the condenser to the front side of the upper brackets as recommended (to make room for the Crossflow). So I removed the horns and the little air compressor that it uses. Then the next problem was that the vertical AC pipe that runs across the AC condenser was hitting my intercooler. So I disconnected the couplers and rotated the intercooler forward. Then the H labeled fill pipe on the condenser was hitting a flange on the frame rail. I took a hammer to that. I finally got the condenser installed, only to find out that the horn couldn't possible fit there any more. So I drilled and tapped a hole for the little compressor, and moved the horn itself to behind the passenger side fog light. Only temporary, I'm going to ditch them for something else as I don't like the noise it makes anyway, and will get something compact enough to fit.
That is how I left it Saturday night.
Sunday morning once it warmed up a bit outside I got back to work. Getting the Crossflow in was the next challenge, as I had to get it in place then remove it a few times to get the power steering lines in a good enough spot that they didn't rub or interfere with the radiator or the water hoses.
But I finally got it in and locked in place. I used a strip of thick foam between the radiator and the upper rail to seal that off. It's compressed by the brackets and really held in place.
I then had to re-mount the intercooler and charge pipes, which showed that my intercooler is still slightly rotated forward, and within millimeters of making contact with the vertical AC line, as well as actually making contact with the PS lines. I secured some foam in between each to isolate them to prevent rubbing. I will be moving to a different dimension of intercooler at some point in the near future I think, probably a 6" tall one to improve some of the available space there.
I fabricated a little bracket for the upper FM intake mount to offset it. Radiator cap clears fine now. SPAL fan wiring also completed:
I later wrapped up the connections and wiring and tied them out of the way. I left them open initially in case I needed to re-do anything.
I then filled it up with ~1/3rd coolant, 2/3rds distilled water, burped it, and set the trigger fan speeds in the Hydra. I first set them both to 44f, just to make sure I had the wiring right, then set them up to main on at 187, secondary on at 192. I then swapped to Hydra firmware revision 68, and took it for a drive. I almost immediately discovered that power felt low, and sure enough , only 5psi and an audible hiss. Shortly after I couldn't make boost at all and idle shot to 2,200rpm. Took a look and I hadn't made sure the intercooler inlet coupler was securely in place before tightening the t-bolt band, so it just popped off under boost. Fixed that and made full boost again.
Some pushing it around back roads as well as some sitting there idling, and the main fan appears to keep the temps under control in mundane driving, keeping the temps too low to trigger the other fan. I'll probably play around with the trigger points, but I'm fine with only having to use one fan for every day stuff, leaving the other at a temp where I certainly will be when i flog the car harder or hot summer traffic temps will demand it. Will also be making sure that the trigger point is high enough for both that neither is running on a normal highway cruise, no point in that.
I did discover that above legal speeds, the 99's hood seems to have more shake and lift to it than the MSM's hood, so I will be ordering hood pins and pinning it for peace of mind. I will figure out a method to be able to not have to also pin my MSM's hood.
In my driving around, I also picked up some sheet tin, 26 gauge in thickness, and will be starting work on the radiator shrouding this week. Also swapped the black mica hood back on and took the donor hood to the basement for that project after lots of measurements and marking. I made the first cuts last night before my wife reminded me that the Grand-Am race was starting
Saturday morning my wife and I took our puppy out to a park, an hour away. During the driving there and back, I was testing Hydra firmware revisions:
v68 - two 1hr driving segments, no problems at all (from Thursday's commuting)
v69 - 5 minutes of idling and 5 minutes of driving and it started misfiring quite badly. Showed AFRs in the 15s and timing advance in the 40s. Ambient temps in the high 30s
v71 - 30 minutes of driving and it started misfiring badly, AFRs in the 15s, timing advance in the 30s, ambient temps into the 40s
v72 - This idle was pretty bad right off the bad, spitting and choking like it was way rich but with AFRs hovering in the high 14s. I drove on it anyway, and only got 10 minutes in before it started misfiring, didn't check AFRs / Timing at that time, ambient temp into the 50s
v73 - 1hr 15m of driving with only a single misfire felt, idle was a bit rough though not as bad as v72, ambient temp in the 50s
I sent this off to FM, and got a response requesting me to move back to v68 and just stay on that to see if the problem ever surfaces there.
Then, mid afternoon, I got started on the main project.
I test-fit the donor hood I picked up. There was some concern that as this was a '99 hood, the shape around the headlights would be slightly different and cause problems. Perhaps there is a faint difference, but not anything that bothers me. Fits just fine:
I also think I'm going to skip any repainting. The green is dark enough that it isn't a glaring contrast.
Assembling the SPAL fans onto the shroud, Crossflow sits in the background waiting:
Assembled all together, waiting to be installed:
Stock set out in one piece, will be selling this off:
New 180f thermostat and gasket installed:
The hole that the new stuff is going to fit into, I think the AC condenser is already moved forward at this point.
The AC condenser was a serious PITA for me. The prior owner had installed an aftermarket set of horns that were directly in the way of moving the condenser to the front side of the upper brackets as recommended (to make room for the Crossflow). So I removed the horns and the little air compressor that it uses. Then the next problem was that the vertical AC pipe that runs across the AC condenser was hitting my intercooler. So I disconnected the couplers and rotated the intercooler forward. Then the H labeled fill pipe on the condenser was hitting a flange on the frame rail. I took a hammer to that. I finally got the condenser installed, only to find out that the horn couldn't possible fit there any more. So I drilled and tapped a hole for the little compressor, and moved the horn itself to behind the passenger side fog light. Only temporary, I'm going to ditch them for something else as I don't like the noise it makes anyway, and will get something compact enough to fit.
That is how I left it Saturday night.
Sunday morning once it warmed up a bit outside I got back to work. Getting the Crossflow in was the next challenge, as I had to get it in place then remove it a few times to get the power steering lines in a good enough spot that they didn't rub or interfere with the radiator or the water hoses.
But I finally got it in and locked in place. I used a strip of thick foam between the radiator and the upper rail to seal that off. It's compressed by the brackets and really held in place.
I then had to re-mount the intercooler and charge pipes, which showed that my intercooler is still slightly rotated forward, and within millimeters of making contact with the vertical AC line, as well as actually making contact with the PS lines. I secured some foam in between each to isolate them to prevent rubbing. I will be moving to a different dimension of intercooler at some point in the near future I think, probably a 6" tall one to improve some of the available space there.
I fabricated a little bracket for the upper FM intake mount to offset it. Radiator cap clears fine now. SPAL fan wiring also completed:
I later wrapped up the connections and wiring and tied them out of the way. I left them open initially in case I needed to re-do anything.
I then filled it up with ~1/3rd coolant, 2/3rds distilled water, burped it, and set the trigger fan speeds in the Hydra. I first set them both to 44f, just to make sure I had the wiring right, then set them up to main on at 187, secondary on at 192. I then swapped to Hydra firmware revision 68, and took it for a drive. I almost immediately discovered that power felt low, and sure enough , only 5psi and an audible hiss. Shortly after I couldn't make boost at all and idle shot to 2,200rpm. Took a look and I hadn't made sure the intercooler inlet coupler was securely in place before tightening the t-bolt band, so it just popped off under boost. Fixed that and made full boost again.
Some pushing it around back roads as well as some sitting there idling, and the main fan appears to keep the temps under control in mundane driving, keeping the temps too low to trigger the other fan. I'll probably play around with the trigger points, but I'm fine with only having to use one fan for every day stuff, leaving the other at a temp where I certainly will be when i flog the car harder or hot summer traffic temps will demand it. Will also be making sure that the trigger point is high enough for both that neither is running on a normal highway cruise, no point in that.
I did discover that above legal speeds, the 99's hood seems to have more shake and lift to it than the MSM's hood, so I will be ordering hood pins and pinning it for peace of mind. I will figure out a method to be able to not have to also pin my MSM's hood.
In my driving around, I also picked up some sheet tin, 26 gauge in thickness, and will be starting work on the radiator shrouding this week. Also swapped the black mica hood back on and took the donor hood to the basement for that project after lots of measurements and marking. I made the first cuts last night before my wife reminded me that the Grand-Am race was starting
04-08-2013, 07:27 AM
#45
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so were not painting the hood now? if you change your mind at a later date lmk and im curious to see how the hood vents come out.
04-08-2013, 10:17 AM
#48
A few years ago at a track day the pro assigned to me raced Spec Miata's. During our lunch break he took me for a few laps 
Anyone that thinks the Miata is a "chick car" needs to understand what they are capable of. I was white knuckled holding on like a bitch as he tore up the track 
Amazing grip and cornering speeds.
Anyone that thinks the Miata is a "chick car" needs to understand what they are capable of. I was white knuckled holding on like a bitch as he tore up the track Amazing grip and cornering speeds.
04-14-2013, 04:21 PM
#49
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So I ran into an issue last Wednesday. It actually started back in January. At night I would see a very momentary dimming of the lights. Maybe only once every few days. So fleeting that for a while I wasn't even sure I was actually seeing it. Over the last week or so, I definitely noticed it getting more frequent, but couldn't pin anything down. Wednesday on the way in to work I felt pretty sure that it was my alternator failing, as the frequency had ramped up quite a bit. Wednesday heading home I nearly didn't make it because of how much the voltage was flickering. All of the lights were randomly 'pulsing' in brightness, with the deeper dimming also having a noticeable power cut on the engine. My radar detector voltage output (hard wired, not 12v socket) was showing 14.3 to 13.5v, higher RPM would have lower voltage, lower RPM would have higher voltage. The display wasn't showing a voltage oscillation, just periodic changes up and down that would stay for a while.
I could find no link between the oscillations and bumps (which might indicate a loose connection) or oscillations and other power usage. The more electrical power I demanded the more severe the range of oscillation, but no frequency change.
At home, my circuit tester (simple light bulb) showed the same flickering of brightness. The Hydra voltage controls seemed to work just fine, adjusting the output to where I set it. Multimeter showed a steady voltage at the battery at idle, 0.3v higher than whatever I set the Hydra's target to (which makes sense given the voltage drop through the system).
All the grounds I can find are clean and secure. Everything I am finding says that this points to an alternator about to fail or a grounding problem.
However, I replaced the alternator Friday morning and the problem remains. I did forget how much has to come out to get to our alternator, including the intercooler-to-throttlebody charge pipe, intake manifold bracing, and one of the oil lines:
Saturday I attended Kane's online tuning webinar (which was fantastic!), then went back at trying to diagnose and fix my voltage problem:
Searches across the various Miata forums all point to a connection problem or an alternator problem, but haven't been able to figure it out yet.
Sunday afternoon I took a break and finished the venting on the hood. It's not too radical, perhaps even undersized for the venting. This is intentional as it's easier to add vents than it is to remove them. Will it be a radical benefit? Certainly not. Just a little bit of help. I will not be running at full power and it certainly won't be a clear track next weekend, so I'm not concerned about it. Will add additional similar vents as my power and speed go up and the cooling starts demanding it.
Yes, these are placed almost ideally, as they are about 2 inches forward of the lowest above hood pressure (yes, people have pressure mapped our hood at speed), and are still behind the radiator. The low pressure above the hood, high pressure behind the radiator will help vent air out. I bent the sections in rather than just cutting them out to help the exiting air flow a bit. Largely theory in my head, but lines up with testing done by others. I will be adding some rubber weather edge stripping (that grips 2 sides) on the tabs to prevent any future blood letting from the edges.
I could find no link between the oscillations and bumps (which might indicate a loose connection) or oscillations and other power usage. The more electrical power I demanded the more severe the range of oscillation, but no frequency change.
At home, my circuit tester (simple light bulb) showed the same flickering of brightness. The Hydra voltage controls seemed to work just fine, adjusting the output to where I set it. Multimeter showed a steady voltage at the battery at idle, 0.3v higher than whatever I set the Hydra's target to (which makes sense given the voltage drop through the system).
All the grounds I can find are clean and secure. Everything I am finding says that this points to an alternator about to fail or a grounding problem.
However, I replaced the alternator Friday morning and the problem remains. I did forget how much has to come out to get to our alternator, including the intercooler-to-throttlebody charge pipe, intake manifold bracing, and one of the oil lines:
Saturday I attended Kane's online tuning webinar (which was fantastic!), then went back at trying to diagnose and fix my voltage problem:
- I removed and cleaned the PPF ground near the diff, no change.
- Removed and cleaned the alternator connections, no change.
- Added a ground to the engine block on the passenger side, no change.
- Added a ground to the alternator directly to behind the headlight, no change.
- Removed and cleaned both ends of the main engine block ground, no change.
- Thought I was hearing the plugs firing at the same frequency as the light's flicker, so change my plugs with new ones, no change.
- I pulled every fuse I could that would allow the engine to keep running, no change
- Disconnected both ends of the Hydra harness and re-connected, no change.
- Checked the resistance through the alternator power harness from the battery to the starter, starter to the 100a main fuse, 100a main fuse to the alternator. Only ohms reading higher than 0.000 was starter to main fuse, at 0.097. Not enough to be concerned about.
- Flickering is present only when the engine is running, battery power only is steady.
- Does it with two different alternators, two different batteries, and it's everything in the car that is flickering slightly.
- Voltage at the battery remains 0.3v over the Hydra target voltage (which I've played around with at several voltage points), voltage at the Hydra remains exactly on the target voltage.
- When electrical load is introduced it dips briefly as expected and then returns to where it was. The dip for the headlights, windows, and fans is QUITE severe however. More severe than it used to be.
Searches across the various Miata forums all point to a connection problem or an alternator problem, but haven't been able to figure it out yet.
Sunday afternoon I took a break and finished the venting on the hood. It's not too radical, perhaps even undersized for the venting. This is intentional as it's easier to add vents than it is to remove them.
Will it be a radical benefit? Certainly not. Just a little bit of help. I will not be running at full power and it certainly won't be a clear track next weekend, so I'm not concerned about it. Will add additional similar vents as my power and speed go up and the cooling starts demanding it.Yes, these are placed almost ideally, as they are about 2 inches forward of the lowest above hood pressure (yes, people have pressure mapped our hood at speed), and are still behind the radiator. The low pressure above the hood, high pressure behind the radiator will help vent air out. I bent the sections in rather than just cutting them out to help the exiting air flow a bit. Largely theory in my head, but lines up with testing done by others. I will be adding some rubber weather edge stripping (that grips 2 sides) on the tabs to prevent any future blood letting from the edges.
04-14-2013, 08:51 PM
#50
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I decided to go through every Hydra firmware to see if there are any changes in there that were introduced for the problem I am seeing, but zero changes. BUT, I ended up getting two data logs with the problem I am seeing. This HAS to be the alternator. Either the physical unit or the control commands it's getting are horribly flawed. This CAN NOT be wiring from what I logged. It simply can't be.
Tuesday I am going to revert to stock ECU and stock injectors. I can't datalog that, but I can re-do all the tests. This is all if FM doesn't give me a better answer.
This is a screen shot of the voltage logged at idle when I caught it at really low voltage. You can see how unstable it is.
This is a screen shot of the voltage and RPM for the below log. This is while driving, voltage just drops off on a WOT pull, then stays off till I manually pop the revs to redline with no load on it, then the voltage climbs back up, and then eventually just starts falling off again.
And a cut and paste of the two big state changes for the voltage from the CSV file, same log as the above pic:
(remains that way for a while, low-ish RPM))
I simply can't believe this is a wiring or connector problem. It's either internal alternator failure or a Hydra control problem. I suspect the latter more than the former, simply because I have had 2 different alternators in there, one 47,000 mile one, one probably more mileage but "confirmed good" by Planet Miata.
(Yes, I found I have a boost leak at the same time)
Tuesday I am going to revert to stock ECU and stock injectors. I can't datalog that, but I can re-do all the tests. This is all if FM doesn't give me a better answer.
This is a screen shot of the voltage logged at idle when I caught it at really low voltage. You can see how unstable it is.
This is a screen shot of the voltage and RPM for the below log. This is while driving, voltage just drops off on a WOT pull, then stays off till I manually pop the revs to redline with no load on it, then the voltage climbs back up, and then eventually just starts falling off again.
And a cut and paste of the two big state changes for the voltage from the CSV file, same log as the above pic:
Code:
Time (sec) Load RPM Advance Throttle V AFR 0.000s 160.7mmHg 3353rpm 34.5deg 25.70% 14.02V 17.1afr 0.083s 90.9mmHg 3383rpm 31.0deg 43.85% 14.26V 17.2afr 0.167s 53.4mmHg 3284rpm 29.0deg 69.23% 14.33V 16.3afr 0.250s 33.2mmHg 3386rpm 28.5deg 95.65% 14.20V 14.6afr 0.333s 22.7mmHg 3527rpm 28.0deg 99.87% 14.22V 13.4afr 0.417s 6.9mmHg 3564rpm 27.5deg 99.87% 14.27V 12.9afr 0.500s 0.3psi 3603rpm 27.0deg 99.87% 14.27V 13.1afr 0.583s 0.6psi 3729rpm 26.5deg 99.87% 14.33V 13.1afr 0.667s 1.0psi 3817rpm 26.0deg 99.87% 14.26V 13.1afr 0.750s 1.5psi 3895rpm 25.5deg 99.87% 14.06V 13.2afr 0.833s 2.2psi 3983rpm 24.5deg 99.87% 14.10V 13.5afr 0.917s 2.7psi 4088rpm 23.5deg 99.87% 14.10V 13.5afr 1.000s 3.5psi 4188rpm 22.5deg 99.87% 14.14V 14.3afr 1.083s 4.3psi 4314rpm 21.5deg 99.87% 14.24V 14.4afr 1.167s 5.0psi 4442rpm 20.5deg 99.87% 14.41V 14.0afr 1.250s 5.5psi 4549rpm 20.0deg 99.87% 14.00V 13.5afr 1.333s 5.5psi 4661rpm 20.0deg 99.87% 14.10V 13.2afr 1.417s 5.3psi 4783rpm 20.0deg 99.87% 14.10V 12.9afr 1.500s 5.2psi 4899rpm 21.0deg 99.87% 14.29V 12.9afr 1.583s 5.1psi 5025rpm 21.5deg 99.87% 14.37V 12.8afr 1.667s 5.0psi 5135rpm 21.5deg 99.87% 14.39V 13.1afr 1.750s 4.9psi 5250rpm 22.0deg 99.87% 14.22V 13.2afr 1.833s 4.9psi 5375rpm 22.0deg 99.87% 13.94V 13.4afr 1.917s 4.9psi 5501rpm 22.5deg 99.87% 14.08V 13.2afr 2.000s 4.8psi 5596rpm 23.0deg 99.87% 14.06V 13.2afr 2.083s 4.8psi 5710rpm 23.5deg 99.87% 14.14V 13.1afr 2.167s 4.8psi 5836rpm 24.0deg 99.87% 12.55V 12.9afr 2.250s 4.7psi 5930rpm 24.5deg 99.87% 11.90V 12.8afr 2.333s 4.8psi 6034rpm 25.0deg 99.87% 11.82V 12.8afr 2.417s 4.7psi 6140rpm 25.5deg 99.87% 11.73V 12.6afr 2.500s 4.6psi 6240rpm 26.0deg 99.87% 11.71V 12.6afr 2.583s 4.6psi 6334rpm 26.0deg 85.76% 11.67V 12.6afr 2.667s 3.3psi 6560rpm 28.5deg 20.67% 11.63V 12.6afr 2.750s 132.9mmHg 6546rpm 37.0deg 0.00% 11.57V 11.0afr 2.833s 349.7mmHg 6306rpm 49.0deg 0.00% 11.59V 12.8afr 2.917s 496.7mmHg 6078rpm 52.0deg 3.44% 11.51V 12.2afr 3.000s 443.5mmHg 5984rpm 51.0deg 53.30% 11.55V 10.9afr 3.083s 96.9mmHg 5476rpm 32.5deg 99.87% 11.63V 13.4afr 3.167s 0.3psi 5025rpm 27.5deg 99.87% 11.63V 17.1afr 3.250s 2.1psi 4570rpm 24.5deg 99.87% 11.75V 16.5afr 3.333s 3.3psi 4874rpm 23.0deg 99.87% 11.69V 16.2afr 3.417s 4.1psi 4978rpm 22.5deg 99.87% 11.65V 15.1afr 3.500s 5.1psi 4850rpm 21.0deg 99.87% 11.57V 14.3afr 3.583s 5.1psi 5046rpm 21.5deg 99.87% 11.43V 13.4afr 3.667s 5.0psi 5051rpm 21.5deg 99.87% 11.55V 12.9afr 3.750s 5.0psi 5081rpm 21.5deg 99.87% 11.63V 13.1afr 3.833s 4.9psi 5185rpm 22.0deg 99.87% 11.57V 13.1afr 3.917s 4.9psi 5217rpm 22.0deg 99.87% 11.65V 13.2afr 4.000s 4.8psi 5264rpm 22.0deg 99.87% 11.41V 13.5afr 4.083s 4.8psi 5336rpm 22.5deg 99.87% 11.45V 13.4afr 4.167s 4.8psi 5370rpm 22.5deg 99.87% 11.35V 13.2afr 4.250s 4.8psi 5435rpm 22.5deg 99.87% 11.33V 13.1afr 4.333s 4.7psi 5470rpm 22.5deg 99.87% 11.39V 13.2afr 4.417s 4.8psi 5527rpm 23.0deg 99.87% 11.35V 12.9afr 4.500s 4.8psi 5585rpm 23.0deg 99.87% 11.43V 12.9afr 4.583s 4.7psi 5623rpm 23.0deg 99.87% 11.26V 12.8afr 4.667s 4.8psi 5672rpm 23.5deg 99.87% 11.27V 12.5afr 4.750s 4.7psi 5722rpm 23.5deg 99.87% 11.29V 12.6afr 4.833s 4.8psi 5772rpm 23.5deg 99.87% 11.27V 12.8afr 4.917s 4.7psi 5824rpm 24.0deg 92.47% 11.12V 12.5afr 5.000s 3.7psi 6160rpm 26.5deg 24.72% 11.22V 12.3afr 5.083s 111.2mmHg 6306rpm 35.0deg 0.00% 11.14V 11.0afr 5.167s 350.5mmHg 6084rpm 49.0deg 0.00% 11.12V 11.9afr 5.250s 496.7mmHg 5876rpm 52.0deg 0.00% 11.16V 11.6afr 5.333s 589.0mmHg 5683rpm 53.0deg 0.00% 11.26V 10.9afr 5.417s 622.0mmHg 5486rpm 49.5deg 1.54% 11.12V 10.6afr 5.500s 593.5mmHg 5355rpm 52.5deg 24.56% 11.29V 10.4afr 5.583s 276.2mmHg 4866rpm 46.5deg 49.25% 11.29V 10.4afr 5.667s 49.7mmHg 4302rpm 30.0deg 70.00% 11.24V 15.6afr 5.750s 0.2psi 4428rpm 28.0deg 77.86% 11.16V 16.6afr 5.833s 0.9psi 4402rpm 26.5deg 72.98% 11.31V 15.0afr 5.917s 1.8psi 4415rpm 25.0deg 48.72% 11.29V 14.7afr 6.000s 2.0psi 4455rpm 24.5deg 32.83% 11.26V 14.6afr 6.083s 0.3psi 4428rpm 27.5deg 14.71% 11.29V 14.4afr 6.167s 188.5mmHg 4369rpm 39.5deg 0.00% 11.20V 13.4afr 6.250s 373.0mmHg 4261rpm 49.5deg 0.00% 11.18V 11.6afr 6.333s 493.0mmHg 4455rpm 51.5deg 0.00% 11.20V 11.2afr 6.417s 587.5mmHg 4372rpm 52.5deg 0.00% 11.26V 12.2afr 6.500s 622.7mmHg 4327rpm 48.5deg 0.00% 11.31V 12.9afr 6.583s 638.5mmHg 4359rpm 44.5deg 0.00% 11.22V 12.9afr 6.667s 643.7mmHg 4305rpm 43.5deg 0.00% 11.16V 11.8afr 6.750s 646.7mmHg 4317rpm 42.5deg 0.00% 11.10V 11.3afr 6.833s 651.2mmHg 4289rpm 41.5deg 0.00% 10.86V 12.1afr 6.917s 651.2mmHg 4283rpm 42.0deg 0.00% 10.96V 12.6afr 7.000s 649.0mmHg 4249rpm 42.0deg 0.00% 11.04V 13.2afr 7.083s 649.0mmHg 4252rpm 42.0deg 0.00% 11.08V 13.2afr 7.167s 654.2mmHg 4218rpm 40.5deg 0.00% 11.10V 13.4afr 7.250s 648.2mmHg 4197rpm 41.5deg 0.00% 11.14V 13.4afr 7.333s 652.0mmHg 4161rpm 41.0deg 0.00% 10.92V 13.5afr 7.417s 649.0mmHg 4140rpm 41.5deg 0.00% 11.14V 14.1afr 7.500s 651.2mmHg 4100rpm 41.5deg 0.00% 11.06V 15.3afr 7.583s 647.5mmHg 4080rpm 41.5deg 0.00% 11.08V 15.9afr 7.667s 646.7mmHg 4052rpm 42.5deg 0.00% 10.96V 16.8afr 7.750s 649.0mmHg 4016rpm 41.5deg 0.00% 10.98V 17.1afr 7.833s 641.5mmHg 3996rpm 43.5deg 0.00% 11.18V 17.6afr 7.917s 642.2mmHg 3956rpm 43.0deg 0.00% 11.10V 18.4afr 8.000s 643.0mmHg 3943rpm 42.5deg 0.00% 11.04V 19.0afr 8.083s 639.2mmHg 3893rpm 44.0deg 0.00% 11.08V 19.6afr 8.167s 639.2mmHg 3882rpm 43.0deg 0.00% 11.06V 20.0afr 8.250s 641.5mmHg 3872rpm 43.0deg 0.00% 10.94V 20.3afr 8.333s 640.7mmHg 3827rpm 43.5deg 0.00% 10.88V 20.4afr 8.417s 637.7mmHg 3822rpm 44.5deg 0.00% 11.08V 20.4afr 8.500s 635.5mmHg 3799rpm 44.0deg 0.00% 11.06V 20.4afr 8.583s 637.0mmHg 3777rpm 45.0deg 0.00% 10.96V 20.6afr 8.667s 636.2mmHg 3765rpm 44.5deg 0.00% 11.10V 20.6afr 8.750s 637.7mmHg 3732rpm 44.5deg 0.00% 10.90V 20.7afr 8.833s 635.5mmHg 3729rpm 43.5deg 0.00% 11.00V 20.6afr 8.917s 633.2mmHg 3694rpm 45.0deg 0.00% 11.04V 20.6afr 9.000s 637.0mmHg 3708rpm 44.5deg 0.00% 10.98V 20.7afr 9.083s 632.5mmHg 3696rpm 45.0deg 0.00% 11.14V 20.7afr 9.167s 632.5mmHg 3706rpm 45.0deg 0.00% 11.12V 20.9afr 9.250s 635.5mmHg 3689rpm 45.0deg 0.00% 11.06V 21.0afr 9.333s 637.0mmHg 3662rpm 43.5deg 0.00% 11.06V 21.0afr 9.417s 634.0mmHg 3680rpm 44.5deg 0.00% 11.12V 21.0afr 9.500s 634.0mmHg 3666rpm 44.5deg 0.00% 10.98V 21.0afr 9.583s 635.5mmHg 3671rpm 44.5deg 0.00% 11.02V 21.0afr 9.667s 633.2mmHg 3664rpm 44.5deg 0.00% 11.16V 20.9afr 9.750s 632.5mmHg 3657rpm 44.5deg 0.00% 11.12V 21.0afr 9.833s 634.7mmHg 3659rpm 44.5deg 0.00% 11.02V 20.9afr 9.917s 637.0mmHg 3643rpm 44.0deg 0.00% 11.06V 21.0afr 10.000s 632.5mmHg 3650rpm 44.0deg 0.00% 11.10V 21.0afr 10.083s 631.7mmHg 3634rpm 45.0deg 0.00% 11.14V 21.0afr 10.167s 633.2mmHg 3641rpm 44.5deg 0.00% 11.12V 21.0afr 10.250s 634.7mmHg 3632rpm 44.0deg 0.00% 11.02V 20.9afr 10.333s 635.5mmHg 3641rpm 44.5deg 0.00% 10.90V 21.0afr 10.417s 636.2mmHg 3632rpm 44.0deg 0.00% 11.00V 21.0afr 10.500s 631.7mmHg 3637rpm 44.0deg 0.00% 11.10V 20.9afr 10.583s 634.0mmHg 3628rpm 44.0deg 0.00% 11.14V 21.0afr 10.667s 634.0mmHg 3637rpm 44.5deg 0.00% 11.14V 21.0afr 10.750s 631.7mmHg 3614rpm 45.0deg 0.00% 11.08V 21.0afr 10.833s 634.7mmHg 3634rpm 44.5deg 0.00% 10.98V 21.0afr 10.917s 637.0mmHg 3612rpm 44.0deg 0.00% 10.84V 20.9afr 11.000s 622.7mmHg 3032rpm 41.0deg 0.00% 11.04V 20.6afr 11.083s 626.5mmHg 3023rpm 39.5deg 0.00% 11.00V 20.7afr 11.167s 622.0mmHg 3017rpm 40.5deg 0.00% 11.06V 20.6afr 11.250s 628.7mmHg 2989rpm 38.5deg 0.00% 10.90V 20.6afr 11.333s 622.0mmHg 2987rpm 40.0deg 0.00% 11.10V 20.7afr 11.417s 624.2mmHg 2968rpm 39.5deg 0.00% 11.00V 20.6afr 11.500s 621.2mmHg 2944rpm 40.0deg 1.95% 10.98V 20.6afr 11.583s 607.0mmHg 2971rpm 42.5deg 3.95% 11.08V 20.9afr 11.667s 577.0mmHg 2965rpm 42.5deg 6.50% 11.08V 20.6afr 11.750s 527.5mmHg 2923rpm 41.5deg 8.13% 11.04V 20.4afr 11.833s 466.0mmHg 2915rpm 40.5deg 12.32% 10.88V 20.1afr 11.917s 338.5mmHg 2934rpm 38.5deg 19.46% 10.90V 18.7afr 12.000s 177.2mmHg 3026rpm 34.0deg 25.66% 11.10V 17.6afr 12.083s 97.7mmHg 2935rpm 30.0deg 28.65% 10.98V 16.9afr 12.167s 75.2mmHg 2971rpm 29.5deg 32.83% 10.86V 16.2afr 12.250s 45.2mmHg 2984rpm 28.5deg 41.59% 11.04V 14.8afr 12.333s 27.2mmHg 2997rpm 28.0deg 43.87% 11.08V 14.6afr 12.417s 18.9mmHg 3012rpm 27.5deg 44.81% 10.90V 14.1afr 12.500s 1.7mmHg 3028rpm 27.0deg 45.07% 11.16V 14.3afr 12.583s 0.2psi 3054rpm 27.0deg 45.09% 10.96V 14.3afr 12.667s 0.6psi 3070rpm 26.0deg 44.69% 11.06V 14.4afr 12.750s 0.9psi 3093rpm 25.5deg 42.31% 11.06V 14.4afr 12.833s 1.0psi 3120rpm 25.5deg 36.54% 10.82V 14.1afr 12.917s 1.1psi 3148rpm 25.5deg 29.85% 10.98V 14.0afr 13.000s 0.8psi 3162rpm 26.0deg 22.03% 11.12V 14.0afr 13.083s 0.2psi 3177rpm 27.0deg 19.60% 11.14V 13.8afr 13.167s 22.7mmHg 3201rpm 27.5deg 17.53% 11.08V 13.8afr 13.250s 42.9mmHg 3219rpm 28.5deg 16.54% 11.08V 13.7afr 13.333s 67.7mmHg 3237rpm 29.5deg 15.56% 11.06V 13.7afr 13.417s 81.2mmHg 3255rpm 30.5deg 14.43% 11.10V 13.7afr 13.500s 117.9mmHg 3267rpm 32.0deg 12.81% 11.04V 13.8afr 13.583s 159.2mmHg 3288rpm 34.0deg 11.92% 10.94V 13.7afr 13.667s 193.0mmHg 3302rpm 36.0deg 11.27% 10.96V 13.7afr 13.750s 218.5mmHg 3306rpm 37.5deg 9.34% 10.98V 13.5afr 13.833s 285.2mmHg 3308rpm 42.5deg 6.49% 11.06V 13.8afr 13.917s 367.7mmHg 3304rpm 45.5deg 4.36% 10.90V 13.7afr 14.000s 437.5mmHg 3308rpm 46.5deg 2.41% 10.98V 13.2afr
Code:
48.583s 515.5mmHg 997rpm 8.5deg 0.00% 11.08V 18.1afr 48.667s 514.0mmHg 994rpm 8.5deg 0.00% 11.06V 17.6afr 48.750s 507.2mmHg 970rpm 8.5deg 0.00% 11.00V 17.9afr 48.833s 500.5mmHg 934rpm 8.5deg 0.00% 11.14V 17.5afr 48.917s 496.0mmHg 933rpm 8.5deg 0.00% 11.08V 17.6afr 49.000s 490.7mmHg 907rpm 8.5deg 0.00% 10.96V 17.3afr 49.083s 485.5mmHg 894rpm 8.5deg 0.00% 11.06V 16.8afr 49.167s 479.5mmHg 901rpm 8.5deg 0.00% 11.00V 16.9afr 49.250s 446.5mmHg 918rpm 8.5deg 12.28% 11.08V 16.2afr 49.333s 199.7mmHg 944rpm 9.0deg 33.60% 10.94V 16.5afr 49.417s 29.4mmHg 922rpm 9.5deg 44.26% 11.08V 16.5afr 49.500s 30.9mmHg 1284rpm 12.5deg 52.83% 10.96V 15.9afr 49.583s 39.2mmHg 1773rpm 18.0deg 61.08% 11.08V 16.0afr 49.667s 48.2mmHg 2443rpm 23.5deg 77.37% 11.02V 14.1afr 49.750s 51.9mmHg 2983rpm 28.5deg 89.03% 10.96V 12.8afr 49.833s 58.7mmHg 3599rpm 29.5deg 96.61% 10.67V 12.1afr 49.917s 69.9mmHg 4200rpm 30.5deg 99.87% 10.59V 12.1afr 50.000s 79.7mmHg 4779rpm 30.5deg 99.87% 10.69V 11.6afr 50.083s 72.9mmHg 5390rpm 31.0deg 80.98% 10.67V 11.6afr 50.167s 72.2mmHg 5930rpm 32.0deg 23.06% 10.47V 11.6afr 50.250s 281.5mmHg 6058rpm 46.0deg 0.00% 10.71V 10.9afr 50.333s 434.5mmHg 5858rpm 51.0deg 0.00% 11.78V 11.9afr 50.417s 552.2mmHg 5655rpm 52.5deg 0.00% 12.37V 12.9afr 50.500s 609.2mmHg 5445rpm 52.5deg 0.00% 12.75V 12.1afr 50.583s 626.5mmHg 5259rpm 47.5deg 0.00% 12.88V 11.5afr 50.667s 635.5mmHg 5103rpm 45.0deg 0.00% 12.94V 11.3afr 50.750s 644.5mmHg 4932rpm 43.0deg 0.00% 13.04V 11.8afr 50.833s 648.2mmHg 4759rpm 42.0deg 0.00% 13.22V 12.2afr 50.917s 648.2mmHg 4584rpm 42.0deg 0.00% 13.10V 12.5afr 51.000s 645.2mmHg 4415rpm 43.0deg 0.00% 13.24V 12.5afr 51.083s 643.7mmHg 4242rpm 43.5deg 0.00% 13.16V 13.1afr 51.167s 640.7mmHg 4069rpm 44.0deg 0.00% 13.16V 14.3afr 51.250s 634.0mmHg 3898rpm 45.5deg 0.00% 13.27V 15.7afr 51.333s 626.5mmHg 3727rpm 47.5deg 0.00% 13.31V 16.9afr 51.417s 619.7mmHg 3566rpm 47.0deg 0.00% 13.26V 17.6afr 51.500s 614.5mmHg 3386rpm 46.5deg 0.00% 13.31V 18.4afr 51.583s 607.7mmHg 3221rpm 46.5deg 0.00% 13.08V 19.0afr 51.667s 603.2mmHg 3069rpm 44.5deg 0.32% 13.41V 19.4afr 51.750s 576.2mmHg 2903rpm 41.5deg 9.61% 13.33V 19.7afr 51.833s 445.0mmHg 2812rpm 38.5deg 13.58% 13.41V 20.0afr 51.917s 298.7mmHg 2872rpm 36.5deg 11.21% 13.43V 20.1afr 52.000s 347.5mmHg 3069rpm 41.5deg 2.90% 13.61V 19.6afr 52.083s 442.0mmHg 3083rpm 44.0deg 2.76% 13.37V 18.5afr 52.167s 491.5mmHg 2947rpm 41.5deg 2.76% 13.51V 17.2afr 52.250s 519.2mmHg 2718rpm 37.5deg 2.76% 13.47V 15.9afr 52.333s 532.7mmHg 2470rpm 33.5deg 2.76% 13.59V 14.8afr 52.417s 528.2mmHg 2498rpm 34.5deg 6.02% 13.63V 14.7afr 52.500s 469.0mmHg 2538rpm 34.0deg 9.83% 13.75V 15.4afr 52.583s 367.0mmHg 2544rpm 32.5deg 11.67% 13.73V 15.9afr 52.667s 272.5mmHg 2576rpm 31.0deg 15.56% 13.75V 16.6afr 52.750s 178.7mmHg 2509rpm 28.0deg 16.52% 13.73V 17.1afr 52.833s 129.9mmHg 2573rpm 27.5deg 19.48% 13.78V 17.1afr 52.917s 96.9mmHg 2538rpm 26.0deg 19.60% 13.71V 16.8afr 53.000s 90.2mmHg 2573rpm 26.5deg 19.39% 13.67V 16.2afr 53.083s 99.2mmHg 2562rpm 26.5deg 13.01% 13.78V 15.7afr 53.167s 147.2mmHg 2573rpm 28.0deg 12.32% 13.98V 15.0afr 53.250s 169.7mmHg 2582rpm 28.5deg 11.85% 13.92V 14.4afr 53.333s 175.7mmHg 2585rpm 28.5deg 12.34% 13.86V 14.3afr 53.417s 166.0mmHg 2603rpm 28.5deg 13.84% 13.84V 14.3afr 53.500s 131.4mmHg 2612rpm 28.0deg 15.40% 13.96V 14.4afr 53.583s 107.4mmHg 2618rpm 27.0deg 15.89% 14.00V 14.6afr 53.667s 96.9mmHg 2633rpm 27.0deg 15.89% 13.84V 15.0afr 53.750s 90.2mmHg 2644rpm 27.0deg 14.75% 14.12V 15.0afr 53.833s 131.4mmHg 2646rpm 28.5deg 10.17% 13.90V 14.7afr 53.917s 219.2mmHg 2646rpm 30.5deg 4.13% 13.98V 14.6afr 54.000s 335.5mmHg 2641rpm 34.0deg 0.02% 14.20V 14.0afr 54.083s 422.5mmHg 2653rpm 35.5deg 0.00% 14.16V 13.1afr 54.167s 484.7mmHg 2662rpm 36.5deg 0.04% 14.10V 12.2afr 54.250s 530.5mmHg 2648rpm 36.5deg 0.00% 13.59V 11.5afr 54.333s 557.5mmHg 2659rpm 37.0deg 0.00% 13.96V 11.2afr 54.417s 571.0mmHg 2671rpm 37.5deg 0.06% 13.96V 11.2afr 54.500s 580.0mmHg 2657rpm 37.5deg 0.00% 14.00V 11.5afr 54.583s 584.5mmHg 2665rpm 37.5deg 0.00% 13.88V 12.2afr 54.667s 585.2mmHg 2685rpm 38.0deg 0.00% 13.77V 13.1afr 54.750s 586.7mmHg 2654rpm 37.5deg 0.00% 14.14V 13.5afr 54.833s 588.2mmHg 2700rpm 38.0deg 0.00% 14.20V 14.1afr 54.917s 588.2mmHg 2660rpm 37.5deg 0.00% 13.67V 15.3afr 55.000s 589.0mmHg 2693rpm 38.0deg 0.00% 14.02V 16.8afr 55.083s 589.0mmHg 2680rpm 37.5deg 0.00% 13.94V 17.3afr 55.167s 588.2mmHg 2686rpm 38.0deg 0.00% 13.96V 17.8afr 55.250s 588.2mmHg 2675rpm 37.5deg 0.00% 13.88V 18.4afr 55.333s 586.7mmHg 2690rpm 38.0deg 0.00% 13.61V 18.8afr 55.417s 587.5mmHg 2662rpm 37.5deg 0.00% 13.78V 19.0afr 55.500s 589.0mmHg 2692rpm 38.0deg 0.00% 13.86V 19.3afr 55.583s 586.0mmHg 2671rpm 37.5deg 0.00% 14.12V 19.7afr 55.667s 586.7mmHg 2687rpm 38.0deg 0.00% 14.14V 20.1afr 55.750s 587.5mmHg 2671rpm 37.5deg 0.00% 13.86V 20.6afr 55.833s 588.2mmHg 2684rpm 38.0deg 0.00% 14.31V 21.0afr 55.917s 589.0mmHg 2696rpm 38.0deg 0.00% 13.96V 21.3afr 56.000s 589.0mmHg 2685rpm 38.0deg 0.00% 14.14V 21.5afr 56.083s 587.5mmHg 2674rpm 37.5deg 0.00% 13.92V 21.6afr 56.167s 589.0mmHg 2645rpm 37.0deg 0.00% 14.06V 21.8afr 56.250s 587.5mmHg 2636rpm 37.0deg 0.00% 14.18V 21.8afr 56.333s 587.5mmHg 2632rpm 37.0deg 0.00% 14.20V 21.8afr 56.417s 587.5mmHg 2647rpm 37.0deg 0.00% 13.82V 21.9afr 56.500s 588.2mmHg 2627rpm 37.0deg 0.00% 14.00V 21.9afr 56.583s 589.0mmHg 2627rpm 37.0deg 0.00% 14.00V 21.9afr 56.667s 588.2mmHg 2623rpm 37.0deg 0.00% 14.02V 21.9afr 56.750s 586.0mmHg 2618rpm 36.5deg 0.00% 13.98V 21.9afr 56.833s 587.5mmHg 2620rpm 36.5deg 0.00% 13.96V 21.9afr 56.917s 588.2mmHg 2611rpm 36.5deg 0.00% 14.14V 21.9afr 57.000s 586.0mmHg 2600rpm 36.5deg 0.00% 14.08V 21.9afr 57.083s 585.2mmHg 2590rpm 36.5deg 0.00% 14.16V 21.9afr 57.167s 586.7mmHg 2611rpm 36.5deg 0.00% 13.90V 21.9afr 57.250s 584.5mmHg 2586rpm 36.5deg 0.02% 14.10V 21.8afr 57.333s 585.2mmHg 2584rpm 36.0deg 0.00% 14.02V 21.9afr 57.417s 585.2mmHg 2553rpm 35.5deg 0.00% 14.08V 21.9afr 57.500s 586.7mmHg 2549rpm 35.5deg 0.00% 14.18V 21.9afr 57.583s 584.5mmHg 2550rpm 35.5deg 0.00% 13.96V 21.9afr 57.667s 584.5mmHg 2544rpm 35.5deg 0.00% 14.00V 21.9afr 57.750s 585.2mmHg 2524rpm 35.0deg 0.00% 14.06V 21.9afr 57.833s 584.5mmHg 2527rpm 35.5deg 0.00% 14.02V 21.9afr 57.917s 583.0mmHg 2511rpm 35.0deg 0.00% 14.10V 21.9afr 58.000s 583.7mmHg 2508rpm 35.0deg 0.00% 14.16V 21.9afr 58.083s 583.7mmHg 2492rpm 34.5deg 0.00% 14.16V 21.9afr 58.167s 583.0mmHg 2494rpm 34.5deg 0.00% 14.06V 21.9afr 58.250s 583.0mmHg 2479rpm 34.5deg 0.00% 14.08V 21.9afr 58.333s 581.5mmHg 2471rpm 34.5deg 0.00% 13.98V 21.9afr 58.417s 580.0mmHg 2465rpm 34.0deg 0.00% 13.92V 21.9afr 58.500s 576.2mmHg 2434rpm 33.5deg 2.03% 14.06V 21.9afr 58.583s 556.7mmHg 2511rpm 34.5deg 4.72% 14.14V 21.8afr 58.667s 520.7mmHg 2476rpm 34.0deg 5.45% 14.18V 21.9afr 58.750s 488.5mmHg 2424rpm 32.5deg 6.36% 14.08V 21.6afr 58.833s 456.2mmHg 2449rpm 32.0deg 7.01% 14.12V 20.6afr 58.917s 427.7mmHg 2414rpm 31.5deg 7.11% 13.94V 19.4afr 59.000s 410.5mmHg 2426rpm 31.5deg 6.97% 14.06V 18.5afr
I simply can't believe this is a wiring or connector problem. It's either internal alternator failure or a Hydra control problem. I suspect the latter more than the former, simply because I have had 2 different alternators in there, one 47,000 mile one, one probably more mileage but "confirmed good" by Planet Miata.
(Yes, I found I have a boost leak at the same time)