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Im sure you can sell the old core. If you change the front bumper you should be able to fit a big core pretty easily.
Except for the fact that it's a V-Mount Configuration for responsiveness. I'm worried about the power steering pump and turbocharger being right in the area I plan to use. Moving the intercooler forward brings up its own set of issues, mainly with angling the intercooler the wrong way to fit under the hood. :/
So what I really want is to use the Adaptronic M6000 in three stages of fuel injection. ID1300 Primary, ID1700 Secondary, and ID1700 Tertiary. Not sure where to locate the third rail on the intake manifold or ideal plumbing configuration. -8AN from tank, -6AN return. This makes tuning pump gas work properly, and tuning the much larger EFR 9174 on e85 much safer.
Sleazy and ready for 5-600whp. Bahahaha. This is going to be nuts.
Last edited by RGHTBrainDesign; 12-06-16 at 04:00 PM.
I like the idea of multiple fuel rails, I assume there is some sort of solenoid that controls what rail is in use?
The nose of the FB is so low that it really hampers any v mount. Can you change the size of the radiator possibly to help? Maybe do a rear mount radiator?? I know its not too grand touring but it may help with the intercooler situation
Okay, as simplistic as this is, it might be the best way to do this:
1) Snag a spare Turbo II intake manifold
2) Cut off Upper Injector "Tabs"
3) Cut Inner Runners on good manifold to match "Tabs"
4) Weld "Tabs" on good manifold at identical height and angle as the pre-existing outer tabs
5) Either find a fuel rail that fits this or Modify the FFE rail for two new injectors
6) Powdercoat the Intake Manifold (again)
The M6000 would control it as Primary Rail (with ID1300s) would activate first, then the two outer Secondary Rail injectors would activate second (ID1700s), and finally when necessary, the two inner Secondary Rail injectors would activate (ID1700s). I do this for a few reasons, but the main one is that I wouldn't want to initially over-saturate the center runners while having the outers dry, so by going inner, outer, and MORE inner, it makes sense. Going inner, MORE inner, then outer does not.
Maybe if the larger core's extra area is located almost entirely forward (removing that lip Mike has his hand resting on, and extending on the left side of the photo), I could make it work. We also have an oil cooler between the radiator and intercooler at the back now (right side of photo).
Surprisingly, height is the #1 issue here, not fore/aft space. This is what makes the radiator tilt so much further down than in the picture. Too low, and it's REALLY dangerous for bumpy canyon roads (since the lowest point of the V-Mount has the FB oil cooler attached to the base of the radiator).
I have a better idea. Not sure if I want 3 Stages or 4 Stages now though... LOL.
Can you not find the right size injector with a wide enough duty cycle to satisfy multiple fuels, or does the turbo blow that out of the water since you need so much fuel at peak boost?
It may be hard to get the intake parts to line up with cutting pieces off, I know it is more expensive but I would design fuel injector bosses that could be welded onto your existing manifold.
I see your issue with the intercooler pretty clearly now. I would cut that whole lip back to where the bolts are basically. Try to get more intercooler area by increasing the "height" not the thickness.
Can you not find the right size injector with a wide enough duty cycle to satisfy multiple fuels, or does the turbo blow that out of the water since you need so much fuel at peak boost?
It may be hard to get the intake parts to line up with cutting pieces off, I know it is more expensive but I would design fuel injector bosses that could be welded onto your existing manifold.
I see your issue with the intercooler pretty clearly now. I would cut that whole lip back to where the bolts are basically. Try to get more intercooler area by increasing the "height" not the thickness.
Exactly, on both accounts.
DIY Tune has EV14 Weld-In Injector Bungs with 1/4" NPT threaded top hats. I'd just tap the fuel rail with however many holes (quantity of injectors added).
I'm now continuing my Mechanical Engineering Degree at San Jose State University
There isn't any time. Full time ME is tough as is, and working on the weekends makes it harder still. Countless all-nighters this year... It's all worth it though.
While we do agree to disagree on some things, I'm sure you will do well as a ME . You definitely put mechanical forethought into things and have the right mindset for this line of work. I graduated ME in 2012 and it's served me will in a variety of engineering positions.
If I can make one suggestion though...go take and pass the EIT immediately after you graduate. No matter where you go with the degree having that behind it will serve you well and open up stuff down the road. Plus...it's a mega bitch to go back and relearn all that stuff down the road a few years. Just go knock it out right after school.
While we do agree to disagree on some things, I'm sure you will do well as a ME . You definitely put mechanical forethought into things and have the right mindset for this line of work. I graduated ME in 2012 and it's served me will in a variety of engineering positions.
If I can make one suggestion though...go take and pass the EIT immediately after you graduate. No matter where you go with the degree having that behind it will serve you well and open up stuff down the road. Plus...it's a mega bitch to go back and relearn all that stuff down the road a few years. Just go knock it out right after school.
Skeese
I think that's what makes this whole automotive community better... We're doing it right if there IS a disagreement and then acknowledging we have alternative ways to reach similar results. You have been one of the best influences in this Rx7Club community and I always appreciate your input.
The EIT, ahh, yes, I'll probably do it next year. Since traveling and learning things first hand, I lost the opportunity to be a legitimate "full time" student at San Jose State. I'm taking a full time student load as an Open University Student until they accept me. This is an absolute chore... Academia is such a small portion of where I've learned Engineering, Logic, Reasoning, etc as a whole, that I find the school boards to be only interested in my GPA, not my success.
Nothing like asking my peers or professors how they think I'm doing or real world stuff that I'm actually doing. Oh well, as with everything in life, it's a work in progress. I have plenty to improve upon, so I can't be passing blame or whatever else around.
Just as a note, the majority of my classmates did Hydropowered Dams, Hyperloop, and Tsunamis, some of which were incredibly boring and full of mis-information. I was able to sit down during this boredom and come up with real-world, modern solutions to each of their currently established systems.
Last edited by RGHTBrainDesign; 12-09-16 at 01:50 PM.
If I can make one suggestion though...go take and pass the EIT immediately after you graduate. No matter where you go with the degree having that behind it will serve you well and open up stuff down the road. Plus...it's a mega bitch to go back and relearn all that stuff down the road a few years. Just go knock it out right after school.
That is very good point. I've seen it time and again. The longer you wait the more difficult it is to pass. You'll invariably wind up studying as a part time task along with a full time job and other responsibilities and it will be damn near impossible to get there.
Originally Posted by SirLaughsALot
Academia is such a small portion of where I've learned Engineering, Logic, Reasoning, etc as a whole, that I find the school boards to be only interested in my GPA, not my success.
You'll find also that colleges and universities as an organization are more interested in your MONEY. Some (not all) professors are interested in you as a student and your development. The key to learning is being able to relate the classroom to actual, tangible, real world examples.
That was pretty cool - Good job. I actually LEARNED something, so thanks! Now I know how a turbo works. Never really was motivated to figure that out - just trying to put a car back together. Part time. Maybe when (if) I get done and it actually runs I'll think about going turbo.
You'll find also that colleges and universities as an organization are more interested in your MONEY. Some (not all) professors are interested in you as a student and your development. The key to learning is being able to relate the classroom to actual, tangible, real world examples.
That was pretty cool - Good job. I actually LEARNED something, so thanks! Now I know how a turbo works. Never really was motivated to figure that out - just trying to put a car back together. Part time. Maybe when (if) I get done and it actually runs I'll think about going turbo.
I say this all the time. They're in the business to make money, not educate, so I'll get my education elsewhere (reading books at home, talking to the right people, forums, other SAE/SAE-like sources on the internet, etc)
You have to play their game to get through it. This is my first semester that I can think of where my GPA is pretty damn high in all difficult classes. Hopefully they accept me as a full time student and I can just keep doin' ma thang.
I say this all the time. They're in the business to make money, not educate, so I'll get my education elsewhere (reading books at home, talking to the right people, forums, other SAE/SAE-like sources on the internet, etc)
You have to play their game to get through it. This is my first semester that I can think of where my GPA is pretty damn high in all difficult classes. Hopefully they accept me as a full time student and I can just keep doin' ma thang.
What really seals the deal beyond a GPA or stats is the ability to intelligently talk to people and real world experience AKA knowing what the F you are talking about.
I had a REALLY crappy GPA coming out of college but I absolutely killed it in every job I've been in since then. In my most recent job interview, which included a handful of PE's, we talked through a plethora of engineering topics within my history and by the end of it I'm pretty sure they were all thinking holy **** this kids seen action and gets it. I got the job, and it definitely wasn't due to my GPA.
What really seals the deal beyond a GPA or stats is the ability to intelligently talk to people and real world experience AKA knowing what the F you are talking about.
I had a REALLY crappy GPA coming out of college but I absolutely killed it in every job I've been in since then. In my most recent job interview, which included a handful of PE's, we talked through a plethora of engineering topics within my history and by the end of it I'm pretty sure they were all thinking holy **** this kids seen action and gets it. I got the job, and it definitely wasn't due to my GPA.
Whats your estimated graduation date?
Skeese
Absolutely. I think that's how I landed my last three bigger jobs and why my semester in Business courses was a sleepy A+ across the board. That stuff all just came intuitively.
Well, if I get accepted, I'm still another year and a half out. The 10yr plan!
looks like you need to move the vtec engagement further down in the rev range.
There's a fueling issue. We're making 20-30whp less than it should be. Ordered a new Walbro 255HP (I think this one crapped out) and I'll see what I can do with the factory FPR (dimple mod) to raise pressure up to about 51psi (better spray pattern).
Something definitely isn't right on fuel/calibration though. I'll get to it after my finals.
There's a fueling issue. We're making 20-30whp less than it should be. Ordered a new Walbro 255HP (I think this one crapped out) and I'll see what I can do with the factory FPR (dimple mod) to raise pressure up to about 51psi (better spray pattern).
Something definitely isn't right on fuel/calibration though. I'll get to it after my finals.
I'm talking about the huge torque increase when vtec is engaged. Honda does this stock so the car "feels" fast. but if you actually tune it correctly (lower the engagement point), you shouldn't feel it at all and have much more torque under the curve.
any easy way to tune it is to make 2 pulls, one with vtec off, and 1 with vtec on, the point at which the power curves cross (the difference between them is 0) is where you should engage vtec.
I'm talking about the huge torque increase when vtec is engaged. Honda does this stock so the car "feels" fast. but if you actually tune it correctly (lower the engagement point), you shouldn't feel it at all and have much more torque under the curve.
any easy way to tune it is to make 2 pulls, one with vtec off, and 1 with vtec on, the point at which the power curves cross (the difference between them is 0) is where you should engage vtec.
Good point. I'm not sure how we're doing the IAB (intake air bypass) and VTEC engagement point right now, but I suspect I'll learn soon enough, after finals.
DOH! Well, go figure, the IAB solenoid wasn't even installed. So a crack of the throttle = fully open IAB = no grunt down low.
Borg Warner EFR 9174 will be ordered tomorrow before my source decides to change his amazing pricing!
Tony and I will mock up the new intercooler dimensions with the front V-Mount and see if I can order the new one from Mike @ Bell Intercoolers. <3 <3 <3
Rear Suspension Fully Compressed, 4-Link/Rear Coilover Conversion/Solid Axle 90% Complete, New Wheels for the FB, and Customer Car. EFR 9174 Comes in Tomorrow.
Last edited by RGHTBrainDesign; 01-04-17 at 03:40 AM.
I won't know about the bumpstops until we get the coilovers on there. 6.15" stroke really isn't enough for what I planned to do, but I wanted to keep it Varishock in the rear and they sadly didn't have 7-9" stroke coilovers like this.
The new wheels are interesting. It just got sprung on me and I don't think I can pass them up for the cool factor alone. I'll have them fixed (the barrels are scuffed on 2) and some accent paint done on them to make it all come together. We'll see...
12-06-16, 11:12 AM
It's all worth it though. 
