View Poll Results: Should I Brideport my new engine?
Keep the streetport that you already enlarged this rebuild.
21
17.36%
Bridgeport that thing, because big ports are cool.
74
61.16%
Bridgeport it so I can watch you ruin your engine.
14
11.57%
What is a Bridgeport? Stickers + Exhaust make cars faster.
12
9.92%
Voters: 121. You may not vote on this poll
Should I do a partial BP on my new engine?
05-02-02, 05:23 PM
#105
Full Member
Join Date: Dec 2001
Location: Australia
Posts: 111
Likes: 0
Received 0 Likes
on
0 Posts
Air Speed is one of the most important looked over and confused issue with regards to any engine including rotaries, Nothing beats the operating principal of the Peripheral port or Bridge port in making POWER in high load situations at any rpm provided the air speed is kept up to accepted levels. NSU proved this 40 years ago, as have many other more current companies involved in RE research.
06-02-02, 11:59 AM
#107
Banned. I got OWNED!!!
Thread Starter
Join Date: Apr 2001
Location: Washington, PA USA
Posts: 131
Likes: 0
Received 0 Likes
on
0 Posts
I rarely find more than 5 minutes a week to browse over the entire forum, but I saw there was some activity on the thread.
Here's the latest update: the car has sat untouched since the accident until yesterday. I found enough motivation to open up a TECIII and carry it over to the car. This completely overwhelmed me, so I went home for the day. This is how I felt, anyways. I did manage to cut a custom aluminum plate that will flush trim the right side of the engine bay to accomodate the TEC + (2) DFU's. I might go back today and start on the wiring harness. I lost all motivation on the car since the accident, and we have probably 2 dozen engine jobs in the shop to complete -- so obviously my car comes absolutely last! I estimate 10 hours of labor would get the car up and running, but that would ignore small details like the downpipe that is smashed into the tranny. Of course, I quickly overwhelm myself with scenarios such as "Well, if I am going to fab another DP from scratch, then I might as well upgrade the turbo slightly. Of course I hate the turbo placement, so I should also change the manifold. Hmmm... that front mount is also too small, and I would like to install fixed headlights and re-route the IC piping. But my current mounting location for TEC is right where that piping would run. Wait. I should just install the 3-rotor in this car instead of the FD if I am going to go through all of that.... " arggh.. I would love to rebuild the entire car. It is difficult because I built the car back in the 90's (I always wanted to say that!), and my skills and preferences have changed greatly. Yep, I have owned this car for 12 years now. Anyone care to analyse my psyche after that rant?
Well, I decided that I am going to get the 'ol 2-rotor fired up this week so I can at least break in the engine, and visit a few race events. Hopefully, this will motivate me enough to get to work on the 3rotor that is sitting next to the car. I promise to update with pictures in the next day or two. This is a big promise after almost 9 months of inactivity!
87GTR: were you asking for pictures of my primaries? They are WAY back in the beginning of this thread. Or did you mean RiceRacing?? His ports rock. We would all like to see more of his ports. No suitable for some children and pets to view.
Here's the latest update: the car has sat untouched since the accident until yesterday. I found enough motivation to open up a TECIII and carry it over to the car. This completely overwhelmed me, so I went home for the day. This is how I felt, anyways. I did manage to cut a custom aluminum plate that will flush trim the right side of the engine bay to accomodate the TEC + (2) DFU's. I might go back today and start on the wiring harness. I lost all motivation on the car since the accident, and we have probably 2 dozen engine jobs in the shop to complete -- so obviously my car comes absolutely last! I estimate 10 hours of labor would get the car up and running, but that would ignore small details like the downpipe that is smashed into the tranny. Of course, I quickly overwhelm myself with scenarios such as "Well, if I am going to fab another DP from scratch, then I might as well upgrade the turbo slightly. Of course I hate the turbo placement, so I should also change the manifold. Hmmm... that front mount is also too small, and I would like to install fixed headlights and re-route the IC piping. But my current mounting location for TEC is right where that piping would run. Wait. I should just install the 3-rotor in this car instead of the FD if I am going to go through all of that.... " arggh.. I would love to rebuild the entire car. It is difficult because I built the car back in the 90's (I always wanted to say that!), and my skills and preferences have changed greatly. Yep, I have owned this car for 12 years now. Anyone care to analyse my psyche after that rant?
Well, I decided that I am going to get the 'ol 2-rotor fired up this week so I can at least break in the engine, and visit a few race events. Hopefully, this will motivate me enough to get to work on the 3rotor that is sitting next to the car. I promise to update with pictures in the next day or two. This is a big promise after almost 9 months of inactivity!
87GTR: were you asking for pictures of my primaries? They are WAY back in the beginning of this thread. Or did you mean RiceRacing?? His ports rock. We would all like to see more of his ports. No suitable for some children and pets to view.
06-02-02, 05:10 PM
#108
Banned. I got OWNED!!!
Thread Starter
Join Date: Apr 2001
Location: Washington, PA USA
Posts: 131
Likes: 0
Received 0 Likes
on
0 Posts
Promised; delivered
Here's a pitcture of what I am up to. I drove 2 hours round trip for probably 45 minutes of actual work... oh well. Now I am trying to decide if I should flush mount the TEC from underneath the aluminum. I hate wires (go figure that I am an Electrical Engineer....) so this would be the best way to hide them. Plus, it would offer some EMI protection to the TEC from the coils. It is interesting that the TECII had the coilpacks contained in the same box as the ECU, and now that they are separated I find myself being cautious of interference. I'll be sure to make all of my critical signal runs parallel to the plug wires
06-02-02, 05:57 PM
#109
Originally posted by Exit13B
No suitable for some children and pets to view.
No suitable for some children and pets to view.
And it'll be cool to see the car out of the corner of your shop, well actually itll be awesome to hear and see that car running if I ever bump into you when you aren't swamped as always :-\
Good luck, and don't get "too" greedy, just get it running, it's a beast already
06-02-02, 07:42 PM
#110
Banned. I got OWNED!!!
Thread Starter
Join Date: Apr 2001
Location: Washington, PA USA
Posts: 131
Likes: 0
Received 0 Likes
on
0 Posts
Thanks node, your pep talk helped alot. Hmmm... I thought it was lack of ambition, but here it was greed all along I think RR should post pictures of his ports in this thread. They are an inspiration to us all!
I think RR should post pictures of his ports in this thread. They are an inspiration to us all!
06-02-02, 07:46 PM
#111
George, you've heard only a few of my dreams (greed planning), you should just think of how outrageous my ideas are
That might be a good reminder, and if you put a 20b in an FD and can do it again, you could be one of the ones referred next to Pettit and PFS and whatnot. However you are backed up as it is, I can't even imagine what a couple FDs needing 20b conversions would do to you. Retire early, or severe mid-life chrisis.
That might be a good reminder, and if you put a 20b in an FD and can do it again, you could be one of the ones referred next to Pettit and PFS and whatnot. However you are backed up as it is, I can't even imagine what a couple FDs needing 20b conversions would do to you. Retire early, or severe mid-life chrisis.
06-02-02, 10:56 PM
#112
Banned. I got OWNED!!!
Originally posted by Exit13B
Thanks node, your pep talk helped alot. Hmmm... I thought it was lack of ambition, but here it was greed all along I think RR should post pictures of his ports in this thread. They are an inspiration to us all!
Thanks node, your pep talk helped alot. Hmmm... I thought it was lack of ambition, but here it was greed all along
I think RR should post pictures of his ports in this thread. They are an inspiration to us all!
It is a disease which I can say I have had for the last 10 years ! Just today I went to see a friend (owns shop reparing/car tunner) and I was going to finish of my car after recent CDI upgarde by instaling wideband interface onto ECU, well after working 7 days straight I simply had nothing left and said **** it! I just went for a cruise and enjoyed the morning instead of busting my ***** trying to finish something that never finishes (I am sure you know what I mean). I am currently working two jobs + doing engine stuff trying to save as much as possible to open my own buisiness (as you have recently) .... all of this extra effort + recent moving of house (not to mention maitaining a relationship!) has taken the edge of my motivation to do such stuff as go on the forum and to work on my own car due to simply not having enough energy and time to go around.
My friend today said to me, that i should stop increasing the power in my road car and just enjoy it as it can hardly use the power it makes now, then that opens up "other" avenues such as traction control, wider tires, stronger gearbox, bigger exhaust, more fuel ............ the ******* list goes on and on and on, it never stops. This is the problem with me and I would say you as well, my friends simply say to me when will you ever stop? I tell them I do not know? As long as it is financially viable I will keep on going the same way, constanly developing and researching and looking to try new ideas. I just need to find a balance that lets me not go broke and lets me have a balanced life, not just rotaries and cars in general.
We should start up a support group like AA, we could call it RA Rotorholics ............
I am a fan of your work, keep it up, and yeah always remember you need to have a roof over your head and pay the bills, so don't feel bad about taking a long time after your accident, and remember........... (I say this to myself daily) No matter what you have or how good you may think it is, there will always be abetter way to do it or someone who has something better than what you have. So instead of feeling the need to always improve simply enjoy what you have got, and fix it when it needs fixing !
Ps I rarley listen to myself though
06-03-02, 03:33 AM
#113
Lives on the Forum
I wonder why you went with the TECIII?  The pic shows a definite FC with a 13BT, but no CAS.  Does the TECIII able to use the CAS, or are they still insisting on using their 60-1 trigger wheel (and mag pick-ups)?
-Ted
-Ted
06-03-02, 11:00 AM
#114
Banned. I got OWNED!!!
Thread Starter
Join Date: Apr 2001
Location: Washington, PA USA
Posts: 131
Likes: 0
Received 0 Likes
on
0 Posts
Hey ted! Get back in the 20B forum, and leave me alone in my misery I have always used TEC's on my cars. I had a TEC II, but jumped at the chance for an upgrade to the TEC III b/c of the wonderful nerdie things I can do with it moooohaaaahaha. I don't think I publicly announced that I have developed telemetry for the TEC III?!! Just wait and see, I promise!!
I pulled the CAS out a few years ago, and replaced it with a brass freeze plug! This could escalade into something that belongs in another forum, but the TEC's ignition system is one of the big reasons the TEC is so awesome! Look, I tune ALL ecu's, but this thing is just a tuner's wet dream come true! The new TEC I am installing is actually the 6/12 odd fire version. You know what that means, right? Full independent control of all 6 coils on a 3-Rotor, and 6 injector drivers left over for staged injection with no hacks. I wanted to be prepared in case I get bored with the 2 rotor in the FC!
I would be glad to start another thread in the ECU section about this if needed. Although the TEC is my favorite, it does not mean that I believe it is best for everyone! I have tuned TEC IIs & IIIs, Haltechs, PFCs, PMSs, LINKs, UNICHIPs, and more -- each has it's own place, or they would not continue to thrive! I am sure microtechs would fare just as well in the US market as they do in AUS if they were readily availbe. Anyways, perhaps that was a premature raising of the ECU defense shields, but I see how threads get hijacked and thrown off course.
RR : it is nice to relate with someone! I completely agree, sympathize, and understand. Why do you think I am active on the forum the last two days? Yep, something like vicarious construction of my own car. IE; if I read enough about other people completing their projects, mine might find itself completed on its own! Or, it's a good distraction! Actually, my 4 month old is resting on my left arm as I am typing -- so just about any time he is sleeping, I have a chance to get on here and ramble, but little time otherwise...
Darn, I hijacked my own thread!
I have always used TEC's on my cars. I had a TEC II, but jumped at the chance for an upgrade to the TEC III b/c of the wonderful nerdie things I can do with it moooohaaaahaha. I don't think I publicly announced that I have developed telemetry for the TEC III?!! Just wait and see, I promise!!I pulled the CAS out a few years ago, and replaced it with a brass freeze plug! This could escalade into something that belongs in another forum, but the TEC's ignition system is one of the big reasons the TEC is so awesome! Look, I tune ALL ecu's, but this thing is just a tuner's wet dream come true! The new TEC I am installing is actually the 6/12 odd fire version. You know what that means, right? Full independent control of all 6 coils on a 3-Rotor, and 6 injector drivers left over for staged injection with no hacks. I wanted to be prepared in case I get bored with the 2 rotor in the FC!
I would be glad to start another thread in the ECU section about this if needed. Although the TEC is my favorite, it does not mean that I believe it is best for everyone! I have tuned TEC IIs & IIIs, Haltechs, PFCs, PMSs, LINKs, UNICHIPs, and more -- each has it's own place, or they would not continue to thrive! I am sure microtechs would fare just as well in the US market as they do in AUS if they were readily availbe. Anyways, perhaps that was a premature raising of the ECU defense shields, but I see how threads get hijacked and thrown off course.
RR : it is nice to relate with someone! I completely agree, sympathize, and understand. Why do you think I am active on the forum the last two days? Yep, something like vicarious construction of my own car. IE; if I read enough about other people completing their projects, mine might find itself completed on its own! Or, it's a good distraction! Actually, my 4 month old is resting on my left arm as I am typing -- so just about any time he is sleeping, I have a chance to get on here and ramble, but little time otherwise...
Darn, I hijacked my own thread!
06-03-02, 07:47 PM
#115
Lives on the Forum
Gee, so defensive!
6/12 odd-fire?  Sounds like you're running a V6 version for the 20B?  Didn't you say you were going to run your 13B first with this thing?  Does that mean the TECIII can be changed other than to run this 6/12 odd fire arrangment?
Does it still use the 60-1 trigger wheel and mag pick-ups?  How does the TECIII handle rotary trailing ignition split?  Does it still use two magnetic pick-ups to dictate rotary trailing split?  I'd imagine if you're trying to fool the TECIII into thinking it's a V6 engine, how can it know you can run rotary trailing split?
Sorry for the questions, and please don't take this as a flame.  The TECIII system is really brand new out there, and there isn't too much first hand information on it.  I'd like to gather as much information as I can on all the new units coming out, but I'm not about to pay $2,000+ for this - I still need a job!
If you don't want to answer, I can respect your privacy in your project...
-Ted
6/12 odd-fire?  Sounds like you're running a V6 version for the 20B?  Didn't you say you were going to run your 13B first with this thing?  Does that mean the TECIII can be changed other than to run this 6/12 odd fire arrangment?
Does it still use the 60-1 trigger wheel and mag pick-ups?  How does the TECIII handle rotary trailing ignition split?  Does it still use two magnetic pick-ups to dictate rotary trailing split?  I'd imagine if you're trying to fool the TECIII into thinking it's a V6 engine, how can it know you can run rotary trailing split?
Sorry for the questions, and please don't take this as a flame.  The TECIII system is really brand new out there, and there isn't too much first hand information on it.  I'd like to gather as much information as I can on all the new units coming out, but I'm not about to pay $2,000+ for this - I still need a job!
If you don't want to answer, I can respect your privacy in your project...
-Ted
06-03-02, 09:17 PM
#116
Banned. I got OWNED!!!
Thread Starter
Join Date: Apr 2001
Location: Washington, PA USA
Posts: 131
Likes: 0
Received 0 Likes
on
0 Posts
Ted, the basic TEC III hardware has enough silicon 'real estate' for a total of 12 injector/coil triggers. The basic version is set up with 4 coil drivers, and 8 injector drivers -- enough for a v8 with waste spark, or a two rotor. The 6/12 version gives up 2 injector drivers in place of 2 coil drivers. Thus, it can drive 6 injectors and 6 coils. Well, I only need 4 injector drivers (or 6 on a 3 rotor), so it made sense to spend the roughly $200 more to have an ECU that is capable of running the 3 rotor. I, too, am poor. It is likely that I will have to swap ECU's between the 20B FD (2 years from now, likely) and my 2 rotor.
The TEC III now uses only one mag sensor on a 60-2 (60 minus two wheel) -- same as the old one. It also has provision for a cam trigger for full sequential injection on a boinger. Anyways, the timing split is defined in a 3D table with the same resolution as the other tables (fuel, ignition, injector staging, etc). Of course RR would set these all to ZERO, right?
The coil packs are now external, which allows for this wonderful flexibility, and cheap b(*)*ards like me to switch ECU's between drastically different setups! The coil packs are now know as DFU's (Direct Fire Units), and are available in 2 coil and 3 coil units. A 2 rotor uses (2) 2 coil units. Each coil is a 2-post GM style, and one side is grounded in a rotary's direct fire setup. This doubles voltage, of course, which is a nice benefit. The firing order works such that the first set of two coils fires leading, while the second set of two coils fires trailing. On a 3 rotor, the setup is similar except that two sets of the 3-coil units are utilized. You can see the benefit of having independent coils on each plug, with completely independent control of each. Electromotive is running those suckers at a scorching 9 AMPS per coil, and each coil receives full charging at RPM's beyond what we could ever dream of running. I am EE, so I have consulted with the tec's at EMI many, many times during the development of the new TEC, so I am quite excited now that it is here! The new unit has on board datalogging (as well as laptop based), 4 PWM general purpose outputs, 3 analog inputs, and a square wave input -- all backed up by useful software utilities to condition the I/O in useful ways and respond accordingly. Also offers 3-stage rev limit, 4 stage NOS control, WG control, and other geek loving features. I actually think it would be possible to implement traction control through software -- the hardware is there! Did I mention auto tuning? Just fill in the 3D A/F table with desired values, fill in a rough VE and timing table, plug in the broadband, and then drive! As tuning proceeds, you simply reduce EGO authority until the results stabilize. I could go on and on, but I hope that is a good start? You can tell that I would love to talk more about it, but I should probably spawn a thread in the ECU section if anyone wants to know more?
The TEC III now uses only one mag sensor on a 60-2 (60 minus two wheel) -- same as the old one. It also has provision for a cam trigger for full sequential injection on a boinger. Anyways, the timing split is defined in a 3D table with the same resolution as the other tables (fuel, ignition, injector staging, etc). Of course RR would set these all to ZERO, right?
The coil packs are now external, which allows for this wonderful flexibility, and cheap b(*)*ards like me to switch ECU's between drastically different setups! The coil packs are now know as DFU's (Direct Fire Units), and are available in 2 coil and 3 coil units. A 2 rotor uses (2) 2 coil units. Each coil is a 2-post GM style, and one side is grounded in a rotary's direct fire setup. This doubles voltage, of course, which is a nice benefit. The firing order works such that the first set of two coils fires leading, while the second set of two coils fires trailing. On a 3 rotor, the setup is similar except that two sets of the 3-coil units are utilized. You can see the benefit of having independent coils on each plug, with completely independent control of each. Electromotive is running those suckers at a scorching 9 AMPS per coil, and each coil receives full charging at RPM's beyond what we could ever dream of running. I am EE, so I have consulted with the tec's at EMI many, many times during the development of the new TEC, so I am quite excited now that it is here! The new unit has on board datalogging (as well as laptop based), 4 PWM general purpose outputs, 3 analog inputs, and a square wave input -- all backed up by useful software utilities to condition the I/O in useful ways and respond accordingly. Also offers 3-stage rev limit, 4 stage NOS control, WG control, and other geek loving features. I actually think it would be possible to implement traction control through software -- the hardware is there! Did I mention auto tuning? Just fill in the 3D A/F table with desired values, fill in a rough VE and timing table, plug in the broadband, and then drive! As tuning proceeds, you simply reduce EGO authority until the results stabilize. I could go on and on, but I hope that is a good start? You can tell that I would love to talk more about it, but I should probably spawn a thread in the ECU section if anyone wants to know more?
06-03-02, 10:04 PM
#117
Rotary Enthusiast
Join Date: Feb 2001
Location: The First State
Posts: 1,375
Likes: 0
Received 0 Likes
on
0 Posts
Whoa, i think my brain just died. George, this thread is probably by most not considered a single turbo post so much as a life and times of George the 7speed guy thread. Extremely interesting
06-03-02, 10:21 PM
#119
On a long vacation
Join Date: Feb 2001
Location: Bay Area, CA, U.S.A.
Posts: 2,160
Likes: 0
Received 0 Likes
on
0 Posts
Originally posted by Exit13B
Ted, the basic TEC III hardware has enough silicon 'real estate' for a total of 12 injector/coil triggers. The basic version is set up with 4 coil drivers, and 8 injector drivers -- enough for a v8 with waste spark, or a two rotor. The 6/12 version gives up 2 injector drivers in place of 2 coil drivers. Thus, it can drive 6 injectors and 6 coils. Well, I only need 4 injector drivers (or 6 on a 3 rotor), so it made sense to spend the roughly $200 more to have an ECU that is capable of running the 3 rotor. I, too, am poor. It is likely that I will have to swap ECU's between the 20B FD (2 years from now, likely) and my 2 rotor.
The TEC III now uses only one mag sensor on a 60-2 (60 minus two wheel) -- same as the old one. It also has provision for a cam trigger for full sequential injection on a boinger. Anyways, the timing split is defined in a 3D table with the same resolution as the other tables (fuel, ignition, injector staging, etc). Of course RR would set these all to ZERO, right?
The coil packs are now external, which allows for this wonderful flexibility, and cheap b(*)*ards like me to switch ECU's between drastically different setups! The coil packs are now know as DFU's (Direct Fire Units), and are available in 2 coil and 3 coil units. A 2 rotor uses (2) 2 coil units. Each coil is a 2-post GM style, and one side is grounded in a rotary's direct fire setup. This doubles voltage, of course, which is a nice benefit. The firing order works such that the first set of two coils fires leading, while the second set of two coils fires trailing. On a 3 rotor, the setup is similar except that two sets of the 3-coil units are utilized. You can see the benefit of having independent coils on each plug, with completely independent control of each. Electromotive is running those suckers at a scorching 9 AMPS per coil, and each coil receives full charging at RPM's beyond what we could ever dream of running. I am EE, so I have consulted with the tec's at EMI many, many times during the development of the new TEC, so I am quite excited now that it is here! The new unit has on board datalogging (as well as laptop based), 4 PWM general purpose outputs, 3 analog inputs, and a square wave input -- all backed up by useful software utilities to condition the I/O in useful ways and respond accordingly. Also offers 3-stage rev limit, 4 stage NOS control, WG control, and other geek loving features. I actually think it would be possible to implement traction control through software -- the hardware is there! Did I mention auto tuning? Just fill in the 3D A/F table with desired values, fill in a rough VE and timing table, plug in the broadband, and then drive! As tuning proceeds, you simply reduce EGO authority until the results stabilize. I could go on and on, but I hope that is a good start? You can tell that I would love to talk more about it, but I should probably spawn a thread in the ECU section if anyone wants to know more?
Ted, the basic TEC III hardware has enough silicon 'real estate' for a total of 12 injector/coil triggers. The basic version is set up with 4 coil drivers, and 8 injector drivers -- enough for a v8 with waste spark, or a two rotor. The 6/12 version gives up 2 injector drivers in place of 2 coil drivers. Thus, it can drive 6 injectors and 6 coils. Well, I only need 4 injector drivers (or 6 on a 3 rotor), so it made sense to spend the roughly $200 more to have an ECU that is capable of running the 3 rotor. I, too, am poor. It is likely that I will have to swap ECU's between the 20B FD (2 years from now, likely) and my 2 rotor.
The TEC III now uses only one mag sensor on a 60-2 (60 minus two wheel) -- same as the old one. It also has provision for a cam trigger for full sequential injection on a boinger. Anyways, the timing split is defined in a 3D table with the same resolution as the other tables (fuel, ignition, injector staging, etc). Of course RR would set these all to ZERO, right?
The coil packs are now external, which allows for this wonderful flexibility, and cheap b(*)*ards like me to switch ECU's between drastically different setups! The coil packs are now know as DFU's (Direct Fire Units), and are available in 2 coil and 3 coil units. A 2 rotor uses (2) 2 coil units. Each coil is a 2-post GM style, and one side is grounded in a rotary's direct fire setup. This doubles voltage, of course, which is a nice benefit. The firing order works such that the first set of two coils fires leading, while the second set of two coils fires trailing. On a 3 rotor, the setup is similar except that two sets of the 3-coil units are utilized. You can see the benefit of having independent coils on each plug, with completely independent control of each. Electromotive is running those suckers at a scorching 9 AMPS per coil, and each coil receives full charging at RPM's beyond what we could ever dream of running. I am EE, so I have consulted with the tec's at EMI many, many times during the development of the new TEC, so I am quite excited now that it is here! The new unit has on board datalogging (as well as laptop based), 4 PWM general purpose outputs, 3 analog inputs, and a square wave input -- all backed up by useful software utilities to condition the I/O in useful ways and respond accordingly. Also offers 3-stage rev limit, 4 stage NOS control, WG control, and other geek loving features. I actually think it would be possible to implement traction control through software -- the hardware is there! Did I mention auto tuning? Just fill in the 3D A/F table with desired values, fill in a rough VE and timing table, plug in the broadband, and then drive! As tuning proceeds, you simply reduce EGO authority until the results stabilize. I could go on and on, but I hope that is a good start? You can tell that I would love to talk more about it, but I should probably spawn a thread in the ECU section if anyone wants to know more?
06-03-02, 11:20 PM
#120
Originally posted by Exit13B
haha, but at the beginning I was just 'george'... still am... ahh, it's so revealing; like the osbourne's!
haha, but at the beginning I was just 'george'... still am... ahh, it's so revealing; like the osbourne's!
Bridgeported Turbo GXL
Wrecked Turbo GXL
Your Very Own RX-7 Shop
New Baby
Remembering you had a Turbo GXL
That seems about right for a very short CLIFF notes book.
06-04-02, 04:15 AM
#121
Lives on the Forum
Hey Exit13B is sounds like nice package, except with their requirement of the trigger wheel (but this sounds like Electromotive "branding" at this point ).  It's a BIG leap over their TEC-I "20B" EMS unit!  I'm glad Electromotive is going down a "good road" with their TECIII unit - maybe Haltech will finally get off their *** to match this thing!
Thanx for humoring me and volunteering for a lot of great info!  Sorry about the thread hijacking!
-Ted
).  It's a BIG leap over their TEC-I "20B" EMS unit!  I'm glad Electromotive is going down a "good road" with their TECIII unit - maybe Haltech will finally get off their *** to match this thing! Thanx for humoring me and volunteering for a lot of great info!  Sorry about the thread hijacking!
-Ted
06-04-02, 12:05 PM
#122
Full Member
Join Date: May 2002
Location: washington (pittsburgh), pa
Posts: 88
Likes: 0
Received 0 Likes
on
0 Posts
Originally posted by Node
I can't even imagine what a couple FDs needing 20b conversions would do to you. Retire early, or severe mid-life chrisis.
I can't even imagine what a couple FDs needing 20b conversions would do to you. Retire early, or severe mid-life chrisis.
)but after viewing tech articles and calling up Petit, i have realized that i will probably have to sell off 3-4 of my internal organs to afford such a swap. Oh well, i can dream can't I
. Maybe you can swap the first renesis into my car (when i find one) in a couple years
08-01-02, 11:47 PM
#124
Banned. I got OWNED!!!
Thread Starter
Join Date: Apr 2001
Location: Washington, PA USA
Posts: 131
Likes: 0
Received 0 Likes
on
0 Posts
I did it again...
I typed yet another novel; a novel of the caliber required to justify the awakening of this thread. I erased it. Yep, this happened once back on page 2 I belive... oh well.
Darn, It was a nice narrative story, too.
Here's the super abridged version:
Installation of ECU was completed this week.
Around 3PM I began programming a BLANK TECIII, as well as finished installation of line lock wiring, AVC-R wiring, aftermarket tachometer, and more.
At 6PM, a group of us left for the track. I left a few minutes ahead, planning on tuning en route. I logged between exits, and jumped off to anlyze the results and edit the maps. Things were still very rich, but useable to get down the track (and to the track itself). The usual 1:15 drive took 2 hours with all of my tuning exits, and a stop for some fuel.
At 3 till 8PM, we were refused entrance to the track since tech inpections 'ended at 8'. I insisted that my 2 hour drive necessitated our entrance, and they obliged.
I was inspected while in line to run. The inspector quickly noticed the lack of underhood battery, and asked to see its new home. Luckily, I grabbed a battery hold down as we went out the door. The TEC oversaw the installation (doubting me when I said I had one to correct the problem), and I went almost immediately. So much for analyzing the last logs, or preparing the current run for logging -- I was NEXT and holding up the show.
Getting to the point, the car ran a 12 with just 9PSI, and a extremely sloppy 2.2 60ft time. The car feels great at this low boost level, even though still rich (and only a timing map drafted from experience alone, and no editing yet.)
Although unhappy with the run itself, I am very happy with the potential the porting seems to hold -- especially on my somewhat small compressor (.81 Q-Trim with a puny H trim on the cold side).
The TEC III will receive control of the boost this week, as well as a progressive nitrous controller I am building.
Making even more excuses for my half-as(*ed results, reviewing the video confirmed that the diff is toast. My one-wheel burnouts were very dissatisfying.
I am confident that I will need the roll cage next time at the track, or I will only be making one run and then getting kicked out
To satiate your need for vicarious BP experiences, I will upload new images and video (with sound, of course) within the next few days. I really need a bigger turbo, and LADDER BARS to complete the project. Anyone know how to reach crispeed these days? The number seems to be disconnected.
Well, I am moving once again, so results should appear hear routinely now. Fun ideas in store for all...
George
Darn, It was a nice narrative story, too.
Here's the super abridged version:
Installation of ECU was completed this week.
Around 3PM I began programming a BLANK TECIII, as well as finished installation of line lock wiring, AVC-R wiring, aftermarket tachometer, and more.
At 6PM, a group of us left for the track. I left a few minutes ahead, planning on tuning en route. I logged between exits, and jumped off to anlyze the results and edit the maps. Things were still very rich, but useable to get down the track (and to the track itself). The usual 1:15 drive took 2 hours with all of my tuning exits, and a stop for some fuel.
At 3 till 8PM, we were refused entrance to the track since tech inpections 'ended at 8'. I insisted that my 2 hour drive necessitated our entrance, and they obliged.
I was inspected while in line to run. The inspector quickly noticed the lack of underhood battery, and asked to see its new home. Luckily, I grabbed a battery hold down as we went out the door. The TEC oversaw the installation (doubting me when I said I had one to correct the problem), and I went almost immediately. So much for analyzing the last logs, or preparing the current run for logging -- I was NEXT and holding up the show.
Getting to the point, the car ran a 12 with just 9PSI, and a extremely sloppy 2.2 60ft time. The car feels great at this low boost level, even though still rich (and only a timing map drafted from experience alone, and no editing yet.)
Although unhappy with the run itself, I am very happy with the potential the porting seems to hold -- especially on my somewhat small compressor (.81 Q-Trim with a puny H trim on the cold side).
The TEC III will receive control of the boost this week, as well as a progressive nitrous controller I am building.
Making even more excuses for my half-as(*ed results, reviewing the video confirmed that the diff is toast. My one-wheel burnouts were very dissatisfying.
I am confident that I will need the roll cage next time at the track, or I will only be making one run and then getting kicked out
To satiate your need for vicarious BP experiences, I will upload new images and video (with sound, of course) within the next few days. I really need a bigger turbo, and LADDER BARS to complete the project. Anyone know how to reach crispeed these days? The number seems to be disconnected.
Well, I am moving once again, so results should appear hear routinely now. Fun ideas in store for all...
George
