Another Top Mount Setup
12-28-2010, 01:46 PM
#52
01-03-2011, 12:14 PM
#57
Yes seriously . He says 60% throttle . I don't know about you , but the difference between 60% throttle and WOT in my car is negligable as far as power output goes .
I just found one of my old logs that has 60% throttle and WOT on the same log - the difference in MAF is ................... NIL !
Of course it does depend a little on what he meant by 60% - was it actually 60% as logged (78% is WOT according to Dudelogger)or just - "this feels a bit like 60%" ?
Last edited by Brettus; 01-03-2011 at 12:46 PM.
01-04-2011, 02:44 PM
#58
added it to the highest WHP chart
https://www.rx8club.com/series-i-major-horsepower-upgrades-93/highest-horsepower-dynos-sc-turbo-nitrous-post-them-here-180037/
https://www.rx8club.com/series-i-major-horsepower-upgrades-93/highest-horsepower-dynos-sc-turbo-nitrous-post-them-here-180037/
01-04-2011, 04:29 PM
#59
GTX FD3S
Join Date: Oct 2010
Location: AZ
Posts: 40
Likes: 0
Received 0 Likes
on
0 Posts
Made another round of tuning. Jeff was able to raise the torque curve up some in certain areas with fine tuning. @ wot boost would creep to 14psi past 6k rpms, and up there the engine would make a lot of very small misfires dropping power off, just when it was really ready to take off. HP was at a 60 degree incline at this point. Airflow was in the low 400s, I want to say Jeff said he saw 440 g/s at one point.
I am sure Jeff will chime in...
I am sure Jeff will chime in...
01-05-2011, 01:11 PM
#61
GTX FD3S
Join Date: Oct 2010
Location: AZ
Posts: 40
Likes: 0
Received 0 Likes
on
0 Posts
Might be lean misfires from lack of fuel. I've seen it before even when the o2 shows rich. Fuel pressure drops to 52psi in boost. Turbo cars really need a regulator with a boost reference, but that requires a lot of work since the stock one has to be used to siphon the other saddle..
01-05-2011, 01:45 PM
#62
The manifold pressure was around 12 PSI or so, which you have to subtract from the fuel delivery pressure since it isn't referenced, putting the relative delivery pressure at 40 PSI, which is somewhat low.
Even on my own system, I run at 65 PSI and that puts the fuel delivery pressure a bit on the low side at 53 PSI. A 1:1 regulator (with a return-style system) would fix that.
I don't remember what your injector setup was, but more injector would offset this as well (though not in a manner as predictable as a proper fuel system).
The lambda at full load looked good, but since we don't have EGT, there is no way of knowing whether the fuel was contributing to power or not.
There was a metric ****-ton of air going in and the boost started to creep exactly at the moment it started to break up, so EGT was probably increasing. More fuel may fix that, but it is hard to say without trying it.
Even on my own system, I run at 65 PSI and that puts the fuel delivery pressure a bit on the low side at 53 PSI. A 1:1 regulator (with a return-style system) would fix that.
I don't remember what your injector setup was, but more injector would offset this as well (though not in a manner as predictable as a proper fuel system).
The lambda at full load looked good, but since we don't have EGT, there is no way of knowing whether the fuel was contributing to power or not.
There was a metric ****-ton of air going in and the boost started to creep exactly at the moment it started to break up, so EGT was probably increasing. More fuel may fix that, but it is hard to say without trying it.
01-05-2011, 02:32 PM
#64
I'm thinking more injector is a good idea.
A set of 2009 and up secondaries - uncapped - would be an effective upgrade.
That should add about 400cc - 600cc of total injection volume.
A big shot of methanol will be complicated (since its fuel value is about half that of gasoline and it is extremely volatile), but maybe just replacing the water injection at its current volume with at least 50/50 might fix things (or at least point in one direction or another).
My instincts tell me it will be counterproductive.
A set of 2009 and up secondaries - uncapped - would be an effective upgrade.
That should add about 400cc - 600cc of total injection volume.
A big shot of methanol will be complicated (since its fuel value is about half that of gasoline and it is extremely volatile), but maybe just replacing the water injection at its current volume with at least 50/50 might fix things (or at least point in one direction or another).
My instincts tell me it will be counterproductive.
01-05-2011, 04:22 PM
#66
GTX FD3S
Join Date: Oct 2010
Location: AZ
Posts: 40
Likes: 0
Received 0 Likes
on
0 Posts
Seems to be 6000 rpms at 260ft lbs of torque.
Methanol didn't seem to do anything, and we drove the car with the fuel pump top off and disconnected the siphon setup. We wanted to see if the FPR was staying shut at full boost, and it is... Not an issue there...
Methanol didn't seem to do anything, and we drove the car with the fuel pump top off and disconnected the siphon setup. We wanted to see if the FPR was staying shut at full boost, and it is... Not an issue there...
01-05-2011, 04:42 PM
#67
260ft lbs @ 6000 - sounds easy for your setup .
I don't see anywhere that you mention what your ignition setup is or how much water/meth you are injecting ?
Is MM tuning this remotely or is he actually there ?
I don't see anywhere that you mention what your ignition setup is or how much water/meth you are injecting ?
Is MM tuning this remotely or is he actually there ?
Last edited by Brettus; 01-05-2011 at 04:49 PM.
01-05-2011, 11:28 PM
#72
7200 RPM IIRC. I don't remember the power at that point.
I've had a set of those sitting in a box in my garage for the last two years. lol
Eventually, I'll get around to using them.
Optimal? Twin external pumps and an accumulator, Keith's rails as noted above, Injector Dynamics 700cc injectors in the P2 and secondary, all braided AN-4 plumbing and a 1:1 Aeromotive pressure regulator with a proper return.
Peripheral port exhaust. A third rotor.
Cost effective? I'd just start with bigger injectors and a longer MAF tube.
Eventually, I'll get around to using them.
Peripheral port exhaust. A third rotor.
Cost effective? I'd just start with bigger injectors and a longer MAF tube.
01-06-2011, 12:01 AM
#73
Registered User
Join Date: Jul 2009
Location: Your Mouth
Posts: 121
Likes: 0
Received 0 Likes
on
0 Posts
7200 RPM IIRC. I don't remember the power at that point.
I've had a set of those sitting in a box in my garage for the last two years. lol
Eventually, I'll get around to using them.
Optimal? Twin external pumps and an accumulator, Keith's rails as noted above, Injector Dynamics 700cc injectors in the P2 and secondary, all braided AN-4 plumbing and a 1:1 Aeromotive pressure regulator with a proper return.
Peripheral port exhaust. A third rotor.
Cost effective? I'd just start with bigger injectors and a longer MAF tube.
I've had a set of those sitting in a box in my garage for the last two years. lol
Eventually, I'll get around to using them.
Optimal? Twin external pumps and an accumulator, Keith's rails as noted above, Injector Dynamics 700cc injectors in the P2 and secondary, all braided AN-4 plumbing and a 1:1 Aeromotive pressure regulator with a proper return.
Peripheral port exhaust. A third rotor.
Cost effective? I'd just start with bigger injectors and a longer MAF tube.
01-06-2011, 12:17 AM
#75
Registered User
Join Date: Jul 2009
Location: Your Mouth
Posts: 121
Likes: 0
Received 0 Likes
on
0 Posts
Here is the list of parts that I can think of right now...Im sure i've left a couple things out...
Custom Turblown SS Tubular Manifold, Down Pipe
Tial 44mm Wastgate
Custom Turblown BOV
AEM Water/Alcohol injection kit
Installation of AEM w/a injection kit
Garrett Based FMIC installed
Cobb Accessport Dyno tuning (Mazda Maniac)
Walbro & Fuel Injectors Installation
Turbo System Installation
Turbo Cooling Lines
Ignition Upgrade Install
Accessport Install
Lotek Gauge Pod
Prosport Gauges (3) Oil Press, EGT, Boost
Radiator coolant hardlines, and modified T-stat assembly
Modify AEM CAI
Reworked and cleaned injectors
Iconel Heatshields DP/Turbine/Manifold
Wiring harness heat shield
Walbro Fuel Pump
Battery Relocation
BHR coils
Midpipe
Oil/Spark plug change 9L and greddy 10 T
New ACT clutch installed
wg dump tube
Flywheel resurface and new pilot bearing seal
Bosch Battery
Swap Tial bov for recirc
Mobil 1 Oil change/Coolant
Additonal Modifications to intake, relocation of surge tank
omp relocation, & parts etc
Custom Turblown SS Tubular Manifold, Down Pipe
Tial 44mm Wastgate
Custom Turblown BOV
AEM Water/Alcohol injection kit
Installation of AEM w/a injection kit
Garrett Based FMIC installed
Cobb Accessport Dyno tuning (Mazda Maniac)
Walbro & Fuel Injectors Installation
Turbo System Installation
Turbo Cooling Lines
Ignition Upgrade Install
Accessport Install
Lotek Gauge Pod
Prosport Gauges (3) Oil Press, EGT, Boost
Radiator coolant hardlines, and modified T-stat assembly
Modify AEM CAI
Reworked and cleaned injectors
Iconel Heatshields DP/Turbine/Manifold
Wiring harness heat shield
Walbro Fuel Pump
Battery Relocation
BHR coils
Midpipe
Oil/Spark plug change 9L and greddy 10 T
New ACT clutch installed
wg dump tube
Flywheel resurface and new pilot bearing seal
Bosch Battery
Swap Tial bov for recirc
Mobil 1 Oil change/Coolant
Additonal Modifications to intake, relocation of surge tank
omp relocation, & parts etc
Last edited by Jamaalsmith; 01-06-2011 at 12:22 AM. Reason: whoops, wrong size