When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
Today's task has nothing to do with this picture, but a story I shall give you nonetheless.
1) Reroute FPR/Fuel Damper
2) Start on -6AN and -8AN Hardlines throughout the engine bay
3) Install -8AN Return Line Fitting into IST, Clean Thoroughly and Install Fuel Tank
4) Mock Up Fuel Pumps and Filters
5) Measure Return Line Area for 13"x7"x5" Cooler
6) Mock Up Coolant Expansion Tank, Coolant Swirl Pot w/ Steam Ports, and Coolant Overflow
7+ Soooo much more, but let's not be too ambitious...
Starting to wrap up some finishing work with coolant, oil, and fuel lines on the V-Mount configured 1st Gen Rx7. Still a long way to go, but we'll get there eventually.
Last edited by RGHTBrainDesign; 01-25-18 at 12:03 PM.
Critical Ignition Update using Pantera IGN-1A Smart Coils in Direct Fire Configuration
Okay, so here's our calculation for Direct Fire:
We have an ignition occurrence (per rotor) every 360 degrees of the eccentric shaft. 180 degrees for a Wasted Spark Configuration since it's being split 180/180 for Rotor 1 and Rotor 2.
Total Combustion Event Duration @ 9000 RPM: 9000 Revolutions Per Minute / 60 Seconds Per Minute = 150 Revolutions Per Second -> 1 / 150 = 0.00666 Seconds -> 6.66ms Per Revolution (Total Combustion Event Duration) at 9000 RPM
Now we need to identify Spark Duration (dissipation of charge energy) and any lag in the system. These IGN-1A Coils can do 250mJ @ 8ms Dwell Time, which WILL damage spark plugs. That's a ton of power.
The reason I bring this up is due to some more exotic porting jobs and large overlap, I think a few cars are running into issues with the spark duration igniting the next homogeneous charge prematurely.
Last edited by RGHTBrainDesign; 01-31-18 at 11:39 PM.
Critical Ignition Update using Pantera IGN-1A Smart Coils in Direct Fire Configuration
Okay, so here's our calculation for Direct Fire:
We have an ignition occurrence (per rotor) every 360 degrees of the eccentric shaft. 180 degrees for a Wasted Spark Configuration since it's being split 180/180 for Rotor 1 and Rotor 2.
Total Combustion Event Duration @ 9000 RPM: 9000 Revolutions Per Minute / 60 Seconds Per Minute = 150 Revolutions Per Second -> 1 / 150 = 0.00666 Seconds -> 6.66ms Per Revolution (Total Combustion Event Duration) at 9000 RPM
Now we need to identify Spark Duration (dissipation of charge energy) and any lag in the system. These IGN-1A Coils can do 250mJ @ 8ms Dwell Time, which WILL damage spark plugs. That's a ton of power.
The reason I bring this up is due to some more exotic porting jobs and large overlap, I think a few cars are running into issues with the spark duration igniting the next homogeneous charge prematurely.
Pantera EFI IGN-1A Coils
Specifications:
Output Voltage: up to 81kV +/- 10%
Output Energy: up to 250mJ +/- 7% (8mS dwell @ 14 volts)
Peak Secondary Current: 100mA +/- 7%
Arc Duration: 3.2mS +/- 10% @ 3.0mS dwell target
Max Continuous Dwell: 9mS not to exceed 40% duty cycle
Max Intermittent Dwell: 88% duty cycle for 9 sec max
Engineering Is One Thing, But Fabrication Is TOUGH Work
I'm Going To Try A New Turbo Inlet Design Next Week
Ordering Haltech Elite 2500 w/ I/O Box Next Month
Here's Where We're At Now, Gents!
Don't mind me, just reverse engineering some US Govt. Equipment for #Sn0Bx7
Everything is figured out including the relay pinouts. Now I just need to sit down and match OEM Circuit Loads to the available power and function I have for each Bussmann 31000 VEC circuit.
Here's one of the cars that I've tuned this month:
Ohh, and if that's not enough, I have something to show you all. Something I should keep secret. Something that fits as well to this car as the MS-02s...
Sounds like a plan! When you planning to get it on the Dyno? I'm sure I'll have to try and keep up with that setup lol 👍
I'm hoping by the end of the year. My daily driver will be done by this week and I'll start calibrating that.
Then we have a fuckload of Fabrication stuff to tackle on the Rx7 stuff still. MOST of the parts are here now though, so that's good. EMtron KV8 ECU + 3.25" CF Driveshaft are the last big items. Leaving the chassis harness alone until I get everything installed and tuned. Time to get this girl running.
Ohh, it should be WELL over that now (after I street tuned the car). There's a lot that's been going on with this car. I'm thinking we're somewhere around 230-240whp and 180wtq. We'll see by the end of May.
Don't worry, now that the daily driver is now RELIABLE again, I can get back on track and have this car running by the end of the year. I don't think I'll make SevenStock, but that is 100% the goal here. Hey, the car has 24k Views on Wheelwell.com, I'm getting back into shape, and my savings is recovering from the MASSIVE hit it took from the Integra going down (and me building it out like I had always dreamed). This isn't a Honda forum though, so I'll update you guys with what's in front of me.
Throttle Mass Flow:
Using AEM 5 Bar MAP Sensors before and after the GM LS3 DBW Throttle Body, I'm able to model the mass air flow at MUCH higher flow figures than a standard MAF setup, and it makes the transient fueling calculation incredibly accurate as a result.
By Using the EMtron KV8's Integrated Lambda Controller and Bosch LSU4.9 Lambda Sensors, I'm able to monitor front and rear rotors individually and account for fueling variances caused by uneven airflow between rotor housings.
EMAP:
Using another AEM 5 Bar MAP Sensor I'm able to fully model and take advantage of the Dual Lambda setup. This will undoubtedly show the weakness in my particular "shortest runner" setup as it is going to be a massive restriction on the turbo. I'd be surprised if we crack 550whp, all said and done. What this car really needs is a custom Big Runner Gleaseman designed manifold, and a conversion to dual 44mm EWGs, routed back into the 4" downpipe.
Build Check List:
Build 4” Turbo Intake to Front-Passenger Fender Well w/ Vibrant 7” Filter and Integrated Bellmouth
Build 1.75” and 1.5” TIG Welded Stainless Steel Coolant Lines
Shorten Oil Fill Tube to Eliminate Charge Piping Clearance Issue
Finalize Charge Piping, Fan Brackets, IGN-1A Brackets
Build 3” > 4” Fully Divorced Downpipe to Spintech 5000 Series Diesel Muffler w/ 4” Inlet, Dual 3” Outlet
Order Driveshaft Shop Carbon Fiber or AL7075-T6 based 41.75” Driveshaft
Complete Fuel Pump Brackets for 3x Bosch 044 Pumps, Modify Coachman Performance IST for -8AN Return
Mount Up Fuel Tank and Build Brackets for Injector Dynamics F750 Fuel Filter.
Identify Necessary Fuel Line Lengths, order up Brown and Miller (BMRS) Crimped PTFE Fuel Lines
Remove Interior and Roll on Ceramic/Sound Insulation Treatment/Paint
Install Noico Sound Insulation in Staggered 2x Layer Configuration and Complete w/ SecondSkin Luxury Liner Pro
Measure OEM Chassis Harness for estimated lengths of m22759/32 wire in 12ga, 14ga, 16ga, and 24ga.
Replace OEM Fusebox with Bussman 31000 VEC and rewire entire car with m22759/32.
EMtron KV8 Harness goes through firewall w/ 2x Deutsch HDP20 47-pin and 1x 29-pin Mil-Spec connectors
Battery Pass-Through Studs
Order Various -6AN and -4AN Kevlar Lines for Vacuum/Boost and Water/Oil Configurations (AFCO/Goodridge)
Interior Mods: SPAL Power Windows and Power Door Lock Conversion w/ Central Toyota Celica Switch and Integrated into an Alarm (still have yet to decide which). New Weatherseals throughout. Brace any flimsy exterior panels with extra Noico.
Dual 3” Exhaust Cutouts after first muffler w/ Control by Factory Choke ****.
Take a Nap. Pop a Bottle of Champagne. Hit the Gym. Do a Massive Burnout.
01-19-18, 03:38 PM
