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Installed the 3 port last night in place of 4 port. Went out with my friend Grant Snyder while he did some data-logging and tuning! Thing is absolutely screaming now!!!!!! No flutter noises on the 3 port!!! It takes a good bit, almost 50% duty to hold the spring pressure above 7k but it's totally worth the consistency.
Boost is totally different than before. It ramps in so hard makes your eyes roll back lol. Hits like a hammer in the chest at 3800-4krpm, might even go lower but haven't tried. Right now we have it set at 14psi through the mid range, tapering off to around 12.1-12.3 psi through 7-8.5k and its absolutely ridiculous to drive. We're literally afraid of it, both of us lol. I don't have ***** to do 4th gear on highway. Logged a freaking 4.8 second 70-123mph, this is shifting from 3rd to 4th and running a 10.3 AFR in the peak power lol. Were going to raise it to 9k, increase the boost to 16psi in mid range, with a taper to 14-15psi at high rpm, lean it out to around 11.3afr and add in 500-1000cc of water methanol. The intercooler is working f*cking amazing. I don't even have to turn on the pump in 70f ambient on interstate. Seeing air temps of 90F going up to 110f during the pull with the pump OFF!!! Fuel temps are great, oil pressure is 115-125psi at 8500 rpm. There's a tiny bit of misfire between 8-8500 but I'm sure it will clear out if we take out fuel, which there's a ton to take out.
Based on calculations of tire size, rear end and new 3rd gear ratio, we should be able to do 132mph in 3rd at 9100rpm. Going to pick up a v-box after we dial her in and see if we can't break a 4 second 70-130mph
I'm literally so stoked. This is how it should have ran a year ago. Finally getting there!!!!! So thankful for Grant's courage to ride along and tune haha.
Thanks Zach for trusting me to tune the boost curve on this beast! Seriously this thing is FAST. Looked back at the logs and we went 74-126 mph in 4.8 seconds and with a shift from 3rd to 4th. I really think we can get into the sub 4 second 70-130 mph times with 14-15 psi in 3rd gear shifting a little over 9k RPM. We are going to have to get on the dyno for 4th gear. The is no way that we can do that speed on the street safely. 128 mph at only 6900 rpm in 4th gear!!!!
i was just thinking some of this could be wheel spin in logs, we really need to setup front wheel speed sensor so we can get accurate wheel speed. Also should be able to do traction logic on ignition
Update 2: got a definitive answer on the dog box, why it jammed. For those who are considering doing a dog box out of fd3s box now that it holds multiple gear pulls in 3rd on interstate knock on wood hahaha
So i was shifting it so damn fast the the 2nd gear slider, when it moved back to its return position as i was going to third, the slider was bouncing off first on its own from rebound and slamming itself back into 2nd before I hit 3rd. I've got a company making springs increased 55% in rate, and also trying to see if we can make some smaller springs to insert between those springs. Should definitely fix it 100%.
Thanks man. If you're ever around this area hit me up we'll go for a pull. There are videos on the instagram Mazzei_Formula. Can't embed videos here anymore, not sure why they remove something like that
So about to order 16psi springs and ramp it up, but first I want to try leaning the car out a bit. We're recording a 10.6 AFR, there's a tiny bit of hesitation crossing 8.5k rpm's with 5ms dwell. I sill think the AFR is richer than reads. Plan tonight is to raise the target to an 11.3afr, and keep engine protection on the EGT hottest runner at threashold of 1750F. We only have about 12 degree's leading in the engine at peak torque at 13psi boost which is hardly anything. Could easily go another 3-4 degree's on timing but going to leave it for now. After we pull about 0.75 to 1 full point AFR out and evaluate the performance and EGT's, then we'll turn on the 1000cc meth nozzle to backfill the AFR. Running 0* washer fluid which is 23% methanol, meaning around 250cc is meth. Should richen it back up just a hair but drop EGT's and IAT and allow us to push the timing if we choose. After all is set and done with boost curve and fuel, and we have some consistent 3rd gear pulls, then its time for the 16psi and dyno. Can't be doing 4th gears on the street. 9200rpm is 175mph lmao.
2nd plan of action tonight, if all goes well is to setup front rear wheel speed traction control inputs based on timing retard, this will help keep the car in load without sliding around at top of 3rd and protect us. I'm curious how high EGT will spike during traction logic.
3rd plan of action if all goes well with the traction control, the 13psi curve, and the introduction of methanol injection will be making our own fail-safe system. I'm using a DPO from the haltech to switch on the water injection, which is tied to 4d VE multiplier table. When you hit the water injection and the DPO is active, a negative compensation table will be referenced which temporarily corrects the VE to hit your target AFR while methanol is spraying (however much it affects afr). I plan on setting up a 150psi fuel pressure gauge on the meth line going into a spare input to the ECU which will watch for pressure during the active DPO period. If pressure drops below xxx psi @ DPO active, then DE-activate the compensation table. In other words, if methanol is spraying, ECU is subtracting fuel from main injectors to trim the mixture. If methanol stops spraying when it should be spraying, the ECU will sense it through the fuel pressure sensor and revert back to the original mixture AND/OR throw ignition limiter etc etc etc. I'll post more on it later. The idea behind this is to allow you to run a greater size nozzle for a larger overall proportion of methanol:93 octane ratio. Like going up from a 1000cc nozzle to 1500cc, and running 50/50, with a total of 750cc straight meth in the mix. This is likely to influence the AFR alot more, which would require more negative compensation from the main fuel table. While this would provide more engine protection, lower IAT, and lower EGT while methanol is spraying, it increases risk in the event of failure as now your margin is wider between AFR on meth, vs AFR if meth isn't spraying. Something I'd be against usually. But if viable failsafe is in place that can revert the ecu map or trigger a rev limiter in event of methanol fault, then it should be as safe as anything.
Also, Does anyone have an experience with strain gauges? Any recommended brands etc? Need to get a strain gauge on this shifter and pick up the haltech I/O box, so we can run it as another input for no lift shift
Went out with the one and only Grant Snyder last night. We literally about sh*t ourselves from adrenaline. Really need to get on a dyno its just do damn fast for street tuning at this point. Had to say farewells to my girlfriend and friends last night before going out lol.
Water injection working straight flawless. Powering it off a DPO from the ecu at 8psi. Wiring up the fail safe system when it arrives next week. Didn't see much of an IAT drop in the logs so I guess I'll step up to the 25 gallon per hour nozzle. Either way, only seeing low 100's air temp, with intercooler pump OFF on purpose.
We did a few pulls across the staging and logged the EGT's, balanced out the 4 runners, and now within a 100F spread from Rotor 1 to Rotor 4, major progress there. Tighted up leaking AN fitting on the boost controller and setup closed loop with moderate PID settings, the b*tch is holding 13psi with as little as 40% duty cycle now in 4th gear on 12psi springs at 8.5k! Took out about 10% fuel, bring it up to the low 11's and picked up a ton of power. Car is squatting so hard in 3rd that it ripped the tire letters off the rear tires!!!!!! This is just ridiculous lol. I seriously don't think I want to turn it up, maybe just for the dyno when Nelson comes back out.
Tires are spinning somewhat on the interstate, but here we are showing a 3.16 70-115mph! You can get the idea from here lmao.
I really don't know what to do next. Maybe rev it out to 9k? This thing is just scary as f*ck.
Thanks to everyone who's helped. Last night was 100% insanity.
Letting out at 8k. Time for more insanity. 5" downpipe and cut-out going on in 2-weeks. This might help drop some backpressure so I cant get more out of the boost controller without changing springs. I need to stop being a ***** and try powershifting with no clutch to keep the rpms up
This car is crazy fast. I have a Vbox and pulled some Data from a run a week ago single turbo stock 2 rotor at 17 psi. I will have to shoot it too you for comparison. Your numbers are quicker. Just want you to see how much faster you are. That’s the beauty of the Vbox.
So looking over the logs from those runs, a few notes.
-I wasn't going over 8k rpm except for that 2nd gear pull getting on highway it hit 8800rpm
-AFR is in the high tens/very low 11's until around 7,250rpm to 8,800rpm its 10.6 (also I feel the car breaking up slightly here, everytime. Its like a wall of fuel at 8k rpms you can feel resisting the rotors)
-IAT is constant 115-120F with intercooler pump running, and water injection engaged, with 90F ambient (this tells me that the water/meth isn't doing so much on intake temps. Its 20% meth / 80% water on 1100cc nozzle. Might be time to go up to 50/50 boost juice for more methanol, to bring down the IAT/EGT's for extra power and increase nozzle size to 1500CC to keep water amount from dropping)
So to do the 70-130mph v-log we absolutely have to hit 9100rpm to reach 130mph in 3rd and do it all in one pull. But the break-up worries me. Staying in it at 8500-9100 with it still hesitating could be an issue.
I'm running 6.0ms of dwell on the coils up top, new 10.5mm wires, new rx8 iridiums and 7420 trailings gapped to 0.25. I do not have the battery ground from coils going all the way to the battery, right now its a 2ga wire grounding to bell housing. Maybe it will help running this to the negative terminal?
HOWEVER, I do believe that the AFR reads leaner than the actual mixture due to overlap/reversion gases. With the volume of water spraying into the engine, I feel like we could pull the fuel up to an 11.5-12.0 at 14psi safely to see how the engine responds and if it cleans up 100%. I'm fairly certain even getting it up to 11.0 would clean it up as the hesitation is very slight. But, maybe it would be safer to get on the dyno, run race gas for the experimentation, and run 4th gear to 9k for more resolution and see how EGT's respond to leaning it out with racefuel and water/meth. If EGT's do not increase, and in fact may actually decrease, then we know we can trust it at the optimal AFR whereby power picks up and engine runs through it smoothly.
I talked with Lance from Pantera EFI and he repeatedly told me that on high overlap engines you cannot trust the wideband as an absolute number. You must judge your wideband values in relativity with your EGT sensors.
Getting close guys, just another 1000rpm to clean up and add another 1-2psi boost and things should be rockin'. I will have to say that 1 bar on pump gas with water injection for protection seems like the perfect sweet spot for this type of setup. I really don't think I'd want to drive a Mazda RX7 with anymore than this without serious chassis modifications
10-31-17, 09:02 AM
