Been a while updating this. I have taken fewer pictures but made more progress.
The car looked something like this, decorating supplies are not integral to the exhaust structure.
I continued wiring up the relays and fuses, the wiring harness for the engine, the front of the car, the rear and the dash are all separate so can be
removed for rework. The wiring took a very long time with all the connector crimps, braid and heatshrink. I don't have any detailed pictures of
the front and rear harnesses but you can see them in some pictures, it was many hours of cutting and stripping wire in the cold.
Regulator-Rectifier
Dashboard, used molex MX150 connectors for the dash, the digital dash part is an Acewell 6856.
Finished the wiring.
I had a close look at the roll cage, it turns out the welds holding the front part on were actually mostly filler. I scraped around the weld with a
round file, it it a few times with a copper hammer and the joint popped open. I checked the back part and it's fine, the tube is also a
different diameter so probably original. I cut the front cage out and left the roll hoop in.
Also, the bolts in the prop shaft weren't tight, the rear bolts weren't even finger tight. Not sure how I survived driving this thing. All
loctited in now.
Put the car back together
I made a mistake after getting the engine harness complete but not having the radiator fan or front harness. I was tuning the car for idle and
hadn't noticed the coolant temperature rising until it blew the expansion tank cap off. Boiling coolant showered down on the open topped
megasquirt and wiring. It took a dose of brake cleaner and a bucket load of MEK and an oven to get the megasquirt back to life. The coolant got
everywhere and wouldn't evaporate. I'm still mopping it up two months later, the amount of glycol meant it hasn't corroded anything
but it's still a mess.
I have the car booked in for an MOT on Friday but not sure if I will make it, I can't get the idle stable as the wax valve idle arrangement is
an air trap and unreliable, I have ordered a stepper motor so the idle can be controlled by the megasquirt.
Throttle response seems better than the carbs but I haven't driven the car yet, I have a lot of tuning to do before it is drivable, if I can
find someone who is willing I may pay for it to go on a rolling road and tuner professionally. Any recommendations in the midlands?
quote:Originally posted by Banana
Nice wiring. I like that braided outer stuff, where is that from?
I can't believe how high the airbox/engine sits compared to my MK! Are you going to mod the airbox for a cold air feed?
We use a lot of braid at work and that comes from RS but this stuff I got from Amazon, the quality isn't quite as high but it's still very
good. The FI airbox is much larger than the carb one. I've had to cut a larger hole in the bonnet. The engine is as low as you would really want
it, it's already the lowest part of the car. I can't see the airbox lasting long before I move to a turbo.
quote:Originally posted by CosKev3
Dale at Bailey Performance near Telford is the Megasquirt mapping expert
He is a member on here too
Thanks, I left him a phone message a couple of days ago but no response. I will give him another call. I'm about 50 miles from Telford so not
too bad to transport the car.
Not updated this for a while. Just tuned myself so far. Engine runs so well on the megasquirt that I have killed my gearbox. Switched to my spare
engine after a light rebuild and that gearbox is sick. I'm​ now fitting a later gearbox which has spiraled somewhat as I have had to
buy a later clutch basket and clutch cover.
I've also started building an aluminium Airbox for the turbo.
I wasn't planning on lowering the compression. I'm aiming for 200-220bhp. Reading around it seem with these numbers I should be OK as the
engine isn't prone to set. Very happy to be educated though if this is optimistic. I will start off on wastegate pressure, which is ~7psi,
it's a TD04HL-13.
Trying to locate a lockup clutch at the moment.
An intercooler to go around my new civic rad or a top mount. What are you running?
Interesting. We have a carbed 919 in a fisher and id really like to make it injection but in the easiest fashion possible. The "proper"
way would be to get some bodies similar to yours and megaquirt but I did wonder if the ECU from the bike that the throttle bodies were off would run
them on our engine hmmm. Probably a bit of a bodge really. I suppose the question would be how close in spec to our 919 are the first throttle bodied
blades.
I don't think it would run, not at least without a custom map and then you may as well use a megasquirt. I've worked out the pit falls
with a blade engine and posted the solutions on the msextra forum. It's a fairly straightforward setup other than that.
It has been almost a year since I last posted. I've been quite busy in that time. The car is back on the road, I've resprayed pearlescent
black which required a lot of (endless!) bodywork.
The turbo is complete, TD04 from an impreza, RX7 intercooler. It's around 10psi at the moment, the car had a few issues on the dyno which I
wasn't there to fix but mostly a boost cut limit left on in the megasquirt, I need to head back for a power run. At 10psi it should be around
200bhp. The car weighs 460kg so it shifts OK.
The intercooler works very well, the intake air is so cold it is below the dew point: Description
The random wire cable tied on is temporary for my 'det cans'
And some terrible youtube videos I took while my brother had a drive:
Oil return is just returned to the sump through a barb I added. I had to notch the chassis for clearance and weld up a new drain from the turbo. There
is a good 20cm drop from the turbo to the barb so it drains fine.
Still struggling with mine blowing oil into the inlet tract of turbo.
I've added a vented sump tank under the oil return and a Mocal scavenge pump, pretty sure the return is not my issue though.
How have you restricted the oil feed to the turbo?
