J-Spec S5 13B (UIM) vacuum identification
03-03-13, 08:15 PM
#1
J-Spec S5 13B (UIM) vacuum identification
Questions about the UIM (Upper Intake Manifold) and its assorted vacuum ports/nipple.
**Before you flame
, I did my searching/research on this forum and on the nopistons forum as well. There is a lot of mixed information between the obvious USDM S4 and S5 in comparison to the JDM/European/right-hand drive S4 and S5 UIM/LIM
Arghx has some good write-ups and I used his build as a reference.
TO4R Build
https://www.rx7club.com/build-thread...-build-898801/
My information of these vacuum ports/nipples are not 100% correct, nor is the terminology correct either, if you do have some good info, please chime in...
Hello,
I own a 1988 Mazda rx7 gxl and this is what has been done to the car and what I have in the car:
J-spec (JDM) S5 TII 13B (bought used from Japan and no internal upgrades at all)
MegaSquirt II V3.0 (Bowling & Gripo 2005 Single VR board/no daughter card)
Stock CAS (modified with 2 teeth taken out/ 180* from each other)
Stock N/A leading coil
Stock N/A trailing coil that has been modified as well
KGParts Primary and Secondary Fuel rails
6-AN fitting with 6-AN braided Stainless Steel fuel lines
1000cc primary and 1200cc secondary
Aeromotive A1000 fuel pump
Aeromotive (FPR) Fuel Pressure Regulator
100micron fuel filter
E85 with premix
stock oil cooler
5 speed TII trans and TII drivetrain (rear end, axles, drive-shaft)
All emissions have been taken off...
Air (smog) pump removed
BAC removed
"Rats Nest" removed
Charcoal canister removed
LIM/UIM with block off plates
(OMP) Oil Metering Pump has been deleted and all associated parts removed and plugged
NGK PowerDex AFX wideband
No name brand boost controller
T61 (70mm) turbo
Greddy Type-RS BOV
Greddy 44/50mm Wastegate
3" exhaust from turbo to dynaflow exhaust
Throttle body modded (removed 2 extra butterfly valves), knifed and polished
3 row FMIC (2.5" tubing)
I'm currently using TunerStudio MS V2.0.6
as for the firmware: ????? not sure
My Aeromotive (FPR) will have it's vac line attached to the LIM (Lower Intake Manifold) There are currently 4 vac/nipples on the LIM (3 up top and 1 centered below the other 3)
This below is a picture of my (UIM) Upper Intake Manifold...The items color coded [blue, red, yellow, magenta (aka purple), green, orange, (brown *2nd photo*)] denote what I think each of these ports/vac nipples originally were used for. The color cyan (aka baby blue) denotes what I am going to use it for & what my question is.
~What can these other port/vac nipples be used for?
~Or what have you guys used them for?
Brown = (ABV) Air Bypass Valve vac/nipple [I am already using the Front-bottom nipple on the UIM (yellow *Prev Pic*) for the BOV since it is closer to the BOV].
~What else can this be used for?
~Or what have you guys used them for?
In the picture below there is a coolant port/nipple on the front iron (cyan) and there is also one on the rear iron as well (cyan). Both seem to have been JBWelded shut, I have started this car several times in 1 year and have seen no leakage... I am not so certain that this will keep from reopening later down in driving life of this car. I was also told a while back that I can run a rubber hose (strong enough hose to withstand high temps) from rear iron to front iron (red)cause these coolant ports/nipples were originally for the Throttle body.
~Will the JBWelded port/nipple plug work for longtime use?
~If not can I run a hose form front plate to rear plate?
~By running the hose between irons, would this allow better flow of the coolant or will this disrupt the flow of cold coolant to hot coolant and vise versa?
This pic below is just the back view to show where that front iron coolant port/nipple is located (you will notice that there is a square shaped JBWeld piece on top of the nipple).
Down below should be 3 picture attached to my thread (using the "Attach Files" function of this forum) with no alterations to the photos; reason behind this = allows someone else to save the photo, do the diagram themselves, to re-post their ideas and to save space on my thread (by not having multiples of the same photo).
Thank You
**Before you flame
, I did my searching/research on this forum and on the nopistons forum as well. There is a lot of mixed information between the obvious USDM S4 and S5 in comparison to the JDM/European/right-hand drive S4 and S5 UIM/LIMArghx has some good write-ups and I used his build as a reference.
TO4R Build
https://www.rx7club.com/build-thread...-build-898801/
My information of these vacuum ports/nipples are not 100% correct, nor is the terminology correct either, if you do have some good info, please chime in...
Hello,
I own a 1988 Mazda rx7 gxl and this is what has been done to the car and what I have in the car:
J-spec (JDM) S5 TII 13B (bought used from Japan and no internal upgrades at all)
MegaSquirt II V3.0 (Bowling & Gripo 2005 Single VR board/no daughter card)
Stock CAS (modified with 2 teeth taken out/ 180* from each other)
Stock N/A leading coil
Stock N/A trailing coil that has been modified as well
KGParts Primary and Secondary Fuel rails
6-AN fitting with 6-AN braided Stainless Steel fuel lines
1000cc primary and 1200cc secondary
Aeromotive A1000 fuel pump
Aeromotive (FPR) Fuel Pressure Regulator
100micron fuel filter
E85 with premix
stock oil cooler
5 speed TII trans and TII drivetrain (rear end, axles, drive-shaft)
All emissions have been taken off...
Air (smog) pump removed
BAC removed
"Rats Nest" removed
Charcoal canister removed
LIM/UIM with block off plates
(OMP) Oil Metering Pump has been deleted and all associated parts removed and plugged
NGK PowerDex AFX wideband
No name brand boost controller
T61 (70mm) turbo
Greddy Type-RS BOV
Greddy 44/50mm Wastegate
3" exhaust from turbo to dynaflow exhaust
Throttle body modded (removed 2 extra butterfly valves), knifed and polished
3 row FMIC (2.5" tubing)
I'm currently using TunerStudio MS V2.0.6
as for the firmware: ????? not sure
My Aeromotive (FPR) will have it's vac line attached to the LIM (Lower Intake Manifold) There are currently 4 vac/nipples on the LIM (3 up top and 1 centered below the other 3)
This below is a picture of my (UIM) Upper Intake Manifold...The items color coded [blue, red, yellow, magenta (aka purple), green, orange, (brown *2nd photo*)] denote what I think each of these ports/vac nipples originally were used for. The color cyan (aka baby blue) denotes what I am going to use it for & what my question is.
~What can these other port/vac nipples be used for?
~Or what have you guys used them for?
Brown = (ABV) Air Bypass Valve vac/nipple [I am already using the Front-bottom nipple on the UIM (yellow *Prev Pic*) for the BOV since it is closer to the BOV].
~What else can this be used for?
~Or what have you guys used them for?
In the picture below there is a coolant port/nipple on the front iron (cyan) and there is also one on the rear iron as well (cyan). Both seem to have been JBWelded shut, I have started this car several times in 1 year and have seen no leakage... I am not so certain that this will keep from reopening later down in driving life of this car. I was also told a while back that I can run a rubber hose (strong enough hose to withstand high temps) from rear iron to front iron (red)cause these coolant ports/nipples were originally for the Throttle body.
~Will the JBWelded port/nipple plug work for longtime use?
~If not can I run a hose form front plate to rear plate?
~By running the hose between irons, would this allow better flow of the coolant or will this disrupt the flow of cold coolant to hot coolant and vise versa?
This pic below is just the back view to show where that front iron coolant port/nipple is located (you will notice that there is a square shaped JBWeld piece on top of the nipple).
Down below should be 3 picture attached to my thread (using the "Attach Files" function of this forum) with no alterations to the photos; reason behind this = allows someone else to save the photo, do the diagram themselves, to re-post their ideas and to save space on my thread (by not having multiples of the same photo).
Thank You
03-07-13, 10:05 PM
#3
talking head
i use 3/8 EFI hose to join the two coolant nipples but heater hose is fine ,, just thinner and lesser rated
( previously fed wax cam and de-iced the BACv )
i block the coolant crossover through the LIM with a welch plug/devcon/belzona
and the turbo coolant return to the pump inlet
i also delete the turbo coolant feed pipe at the rear of the LIM
and then use the previously mentioned wax cam coolant nipples as the supply and return feed for turbo coolant
.. there is several reasons for this
1: the mazda coolant path for turbo is great for pressure drop but is essentially a bypass loop that makes the cooling system inefficient
re-routing it still has a ( lesser ) pressure drop .. but importantly the heated water goes back to the rad..
2: on retro installs in RHD markets,, the turbo is located forwards to clear steering components and this makes the original coolant pipework useless,,, and the heat now compromises rubber hoses that feed the original coolant return location
3: changing out those $1 o rings that are between LIM and block when you have a turbo car ( and for some,, painfully a steering box in the way ) is the biggest PITA.. this method eliminates the troublesome O ring
and PS
there is still several versions of the s5 LIM for markets other than the US.. typically the most obvious spot is the number of nipples on firewall side of the UIM
but also .. occasionally some vehicles still retain the s4 typical ASV on the side of the UIM
( there for PS idle up and hot start assist )
and have intercooler with feed nipple.. others dont.. but have a larger BACv feed pipe
( previously fed wax cam and de-iced the BACv )
i block the coolant crossover through the LIM with a welch plug/devcon/belzona
and the turbo coolant return to the pump inlet
i also delete the turbo coolant feed pipe at the rear of the LIM
and then use the previously mentioned wax cam coolant nipples as the supply and return feed for turbo coolant
.. there is several reasons for this
1: the mazda coolant path for turbo is great for pressure drop but is essentially a bypass loop that makes the cooling system inefficient
re-routing it still has a ( lesser ) pressure drop .. but importantly the heated water goes back to the rad..
2: on retro installs in RHD markets,, the turbo is located forwards to clear steering components and this makes the original coolant pipework useless,,, and the heat now compromises rubber hoses that feed the original coolant return location
3: changing out those $1 o rings that are between LIM and block when you have a turbo car ( and for some,, painfully a steering box in the way ) is the biggest PITA.. this method eliminates the troublesome O ring
and PS
there is still several versions of the s5 LIM for markets other than the US.. typically the most obvious spot is the number of nipples on firewall side of the UIM
but also .. occasionally some vehicles still retain the s4 typical ASV on the side of the UIM
( there for PS idle up and hot start assist )
and have intercooler with feed nipple.. others dont.. but have a larger BACv feed pipe
03-29-13, 12:22 AM
#4
i use 3/8 EFI hose to join the two coolant nipples but heater hose is fine ,, just thinner and lesser rated
( previously fed wax cam and de-iced the BACv )
i block the coolant crossover through the LIM with a welch plug/devcon/belzona
and the turbo coolant return to the pump inlet
i also delete the turbo coolant feed pipe at the rear of the LIM
and then use the previously mentioned wax cam coolant nipples as the supply and return feed for turbo coolant
.. there is several reasons for this
1: the mazda coolant path for turbo is great for pressure drop but is essentially a bypass loop that makes the cooling system inefficient
re-routing it still has a ( lesser ) pressure drop .. but importantly the heated water goes back to the rad..
2: on retro installs in RHD markets,, the turbo is located forwards to clear steering components and this makes the original coolant pipework useless,,, and the heat now compromises rubber hoses that feed the original coolant return location
3: changing out those $1 o rings that are between LIM and block when you have a turbo car ( and for some,, painfully a steering box in the way ) is the biggest PITA.. this method eliminates the troublesome O ring
and PS
there is still several versions of the s5 LIM for markets other than the US.. typically the most obvious spot is the number of nipples on firewall side of the UIM
but also .. occasionally some vehicles still retain the s4 typical ASV on the side of the UIM
( there for PS idle up and hot start assist )
and have intercooler with feed nipple.. others dont.. but have a larger BACv feed pipe
( previously fed wax cam and de-iced the BACv )
i block the coolant crossover through the LIM with a welch plug/devcon/belzona
and the turbo coolant return to the pump inlet
i also delete the turbo coolant feed pipe at the rear of the LIM
and then use the previously mentioned wax cam coolant nipples as the supply and return feed for turbo coolant
.. there is several reasons for this
1: the mazda coolant path for turbo is great for pressure drop but is essentially a bypass loop that makes the cooling system inefficient
re-routing it still has a ( lesser ) pressure drop .. but importantly the heated water goes back to the rad..
2: on retro installs in RHD markets,, the turbo is located forwards to clear steering components and this makes the original coolant pipework useless,,, and the heat now compromises rubber hoses that feed the original coolant return location
3: changing out those $1 o rings that are between LIM and block when you have a turbo car ( and for some,, painfully a steering box in the way ) is the biggest PITA.. this method eliminates the troublesome O ring
and PS
there is still several versions of the s5 LIM for markets other than the US.. typically the most obvious spot is the number of nipples on firewall side of the UIM
but also .. occasionally some vehicles still retain the s4 typical ASV on the side of the UIM
( there for PS idle up and hot start assist )
and have intercooler with feed nipple.. others dont.. but have a larger BACv feed pipe
I am also surpized at the lack of feedback from the forum. I guess my question and answers were too bland for everyone and that everyone already know this info...that and this question definitely has been asked several times, but I haven't seen a very well done J-Spec UIM vacuum line (simplified) explanation with visuals.
03-29-13, 09:02 AM
#5
Hi,
I just saw this thread. I wish you had PM'd me; these days I don't post in the threads as much as I used to. With 14,000 posts, I feel like I've given input on almost every topic I have good knowledge of.
Check out this thread:
and I'll directly link to the pics of my routing here:
One thing to note about my routing: I tapped the blockoff plate for a vacuum source, but in that pic I actually tapped the wrong spot. Only one section of the ACV area provides manifold vacuum.
Also, I've done the whole JB weld the rear iron coolant hose nipple thing and the looped hose. I'd say the looped hose is more trustworthy, unless you put a crapload of JB weld into that nipple while the engine is out of the vehicle (completely dry).
I just saw this thread. I wish you had PM'd me; these days I don't post in the threads as much as I used to. With 14,000 posts, I feel like I've given input on almost every topic I have good knowledge of.
Check out this thread:
and I'll directly link to the pics of my routing here:
One thing to note about my routing: I tapped the blockoff plate for a vacuum source, but in that pic I actually tapped the wrong spot. Only one section of the ACV area provides manifold vacuum.
Also, I've done the whole JB weld the rear iron coolant hose nipple thing and the looped hose. I'd say the looped hose is more trustworthy, unless you put a crapload of JB weld into that nipple while the engine is out of the vehicle (completely dry).
03-31-13, 11:51 PM
#7
I'm pretty sure it's one or all of the three holes in the upper left corner of the plate/gasket outline.
You can make a thread about it in the 2nd gen section. In the pic I had the round upper right hole (as shown in the gasket) tapped, but that's not a proper vacuum source. I ended up not needing it anyway, so I just capped it and never properly tapped the plate.
If I remember correctly, the upper left holes are for the anti-afterburn system, which injects air pump air into the intake manifold. The two big holes are for the port air and split air systems used for emissions purposes.
You can make a thread about it in the 2nd gen section. In the pic I had the round upper right hole (as shown in the gasket) tapped, but that's not a proper vacuum source. I ended up not needing it anyway, so I just capped it and never properly tapped the plate.
If I remember correctly, the upper left holes are for the anti-afterburn system, which injects air pump air into the intake manifold. The two big holes are for the port air and split air systems used for emissions purposes.
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