The stock ECU is "safe" but not ideal.

 

Thank you for taking the time to do all this for the community!

 

Chris, I wonder what max injector duty cycle you hit per bank (primaries and secondaries separate)?

 

Sorry if I missed it but what cat is this on?

 

Stock cat, everything on the car is stock with exception to what was mentioned in the first post with exception to the Walbro 255. After that every part that was changed was documented.

 

That is impressive. I wonder what a HFC would do. The most fun I had with my car was similar to these mods but with a hi flow cat. It was a blast, and no problems at all.

 

Yes, this car drives better and handles better than factory thanks to the HKS coilovers, along with having around 100+ more rear wheel power than original. This will be more than enough for our customer. For the past 12 years or so, he had countless visits to the Mazda dealer trying to figure out the LIM gasket issue, so the car was down around 150hp due to no boost. When I gave it back to him last time with the 254rwhp, he was amazed. He will be picking it up this Friday.

 

Curious: How is emissions on the last numbers? CO, Lambda values, HC values etc?

 

We do not have emissions testing in our state. The Lambda/wideband are perfect even leaner than the factory ECU, which is documented in this thread. Everything else we do not test for and do not need to.

 

Great thread! Just read through it and has very useful info for people looking to get the most out of tt and keep emissions for states like mine!

 

No adjustments are needed to the tune after installing the HKS Twinpower?

 

Car was tuned with the twin power installed, see post 52

 

Missed that. Thanks. Would you suggest a new tune to a car that is only adding the twin power? Thinking about getting one

 

In this thread from last month I did back to back testing on just the HKS twin power install. https://www.rx7club.com/3rd-generati...rison-1103125/

As I said there:

Doing that back to back test is actually what gave me the idea for this thread.

 

I'm not sure how Norway's tests emissions test work, but if the stock cat isn't damaged and the airpump/ACV is working like stock with the PFC, all those numbers should be very close to 0 at idle and on the fixed vehicle speed portions of emission tests.

Changing those parts doesn't affect emissions when the engine is warmed up.

 

Thanks for doing this. Really cool thread that I'm sure ate up a lot of time on your end.

How were IATs with the Apexi intakes pulling from underhood?

 

IAT's stayed in check, never really got over 56C, that was with back to back manual load runs during tuning. Let it idle for a few minutes and they would drop down into the 40's. Nothing like the stock air box and IC where I see above 100C regularly.

It should be noted that the hood is always open on the dyno and we have some incredible fans.

 

100C!?

Would have been really interesting to see a back to back with the open intakes vs the stock (or modified stock) airbox with the upgraded intercooler and PFC in place, just to isolate the IAT change from the intakes. Not complaining; I know you couldn't test every possible combination.

Only wondering about that because I recently replaced a similar "hot air" GReddy intake with a modified stock box and was surprised I didn't actually see much difference in IAT.

 

Correct, unless I wanted to spend a month doing nothing but testing different combinations. Which I really do not have that much time to donate considering there are 15 customer cars in the shop. This is why I laid out the project from the beginning without the option for swapping stock parts back on.

I have found the IC to be the biggest problem with IAT's. Open air intakes allow the engine/turbos to breath properly, then it is up to the IC to bring the temps down. Not surprised that you did not see any reduction, I would be willing to guess that you lost a few HP however.

If someone wants to send me a modified airbox I will do back to back testing against stock and an open intake the next time the opportunity arises, logging IAT's. I will even start a whole new thread dedicated to it.

 

Talking about IC, I see there is a Greddy unit on your website that retails for around $700, but I did not see if that is a stock mount unit or a front mount unit.

I am on your website right now putting a budget together to do all this to my car to hopefully get similar results.

 

Greddy does not offer a SMIC through distribution, they may still offer one direct. Greddy has some strange rules when it comes to the parts they allow distribution to offer.

All the Greddy intercoolers on our site are FMIC's with exception to the V-mount kit.

 

I thought so it was a FMIC unit, but wanted to make sure. I would assume there would be some benefit on IAT using a FMIC vs a SMIC.

 

Wonder what that SMIC is. Looks like a nice compact fit for a stockish engine bay.

Did you re-use the stock IC ducting?

 

IAT's are lower but there are a lot of drawbacks. The installation becomes far more complex with battery relocation, as well as blocking the airflow to the radiator. On the twins it is just not a requirement.

Yes with a little trimming, but the four bolts for the stock duct lined up. It also used the factory IC brackets for mounting to the Crossmember. I looked all over and could not find it currently available.


We install a lot of Pettit Cool Charge III's for twins and even on some single turbo cars. It does however require the battery to be relocated, which this particular customer did not want to deal with the maintenance of a drycell. The Pettit CC III limits the intake that can be used also. Here is another one of our customer's cars with it installed.

 

I believe it is the tripoint SMIC.