RXtacy's slooow build up

[TitaniumTT]

My feeling on body work

[RXtacy]

Originally Posted by TitaniumTT

My feeling on body work

I knew you were going to make that correlation
Feel free to paint the bay on your own if you would like

[TitaniumTT]

Where's the hours of block sanding in an engine bay?

[RXtacy]

Originally Posted by TitaniumTT

Where's the hours of block sanding in an engine bay?

You can remove all the seam sealer and putty everything smooth how about that?

[TitaniumTT]

Right after all the welding and beating is done hence the

After pulling the seam sealer you gonna seam weld?

[RXtacy]

Originally Posted by TitaniumTT

Right after all the welding and beating is done hence the

After pulling the seam sealer you gonna seam weld?

I meant in the entire bay, not just the wheel wells

We'll see how things are going when we get there.

[RXtacy]

Got the harness wrap stripped. Started to remove excess, have a lot to go.

[speedjunkie]

Originally Posted by RXtacy

Other than a few (and by few I mean a solid 10 minutes) of cussing out the Mazda engineers when I realized I had to pull the dash, blower, and evap core to get the harness out it hasn't been too bad

I started stripping the wrap last night. Throw some music on and go to town, it's almost cathartic. We'll see if I'm still saying that by the end

For the first 8 years or so of ownership I made it without having to pull the dash. In the last few years I've pulled it about three or four times, and I'm about to again. I'm really getting sick of it lol. And I pulled my front harness out last summer, I know your frustration lol.

[TitaniumTT]

Total time about 2.5-3?

[RXtacy]

Originally Posted by speedjunkie

For the first 8 years or so of ownership I made it without having to pull the dash. In the last few years I've pulled it about three or four times, and I'm about to again. I'm really getting sick of it lol. And I pulled my front harness out last summer, I know your frustration lol.

Yea I pulled it the first time a few years ago when I put in new carpet. Didn't like the idea of cutting the carpet around the heater core.

Originally Posted by TitaniumTT

Total time about 2.5-3?

Yea that's about right. Probably more towards the 3 side, but I've been taking my time and labeling as I go too.

[TitaniumTT]

Must label. Saves looking things up two or three times. I saw the blue tape. I either use that or a different color zip tie.

Don't forget there's going to be a bunch of wires, power and or grnd that are going to be spliced together. Like one grnd goes out to 5 different connectors.

Mike, I had a thought this morning..... how is the fuel pump wired exactly. If memory serves, it's going to take a signal from the ECU, run through the firewall side, up to the relay box, back through the resistor, back into the front harness and then connect to the rear harness and go off to the fuel pump. That wire that once powered the fuel pump, trace that back to the jump between the front are rear harness and take the front harness section of wire and run it over towards the ECU.

That can be the new trigger for the relays that will be in the trunk area.

[RXtacy]

Originally Posted by TitaniumTT

Must label. Saves looking things up two or three times. I saw the blue tape. I either use that or a different color zip tie.

Exaclty.

Don't forget there's going to be a bunch of wires, power and or grnd that are going to be spliced together. Like one grnd goes out to 5 different connectors.

Yes, fortunately the branches are easy to identify as they used but crimps and wrapped them in blue tape. For the few circuits I've removed so far I've just gone one circuit at a time and cut it at the crimp. If that whole branch ends up getting removed so be it, but I'd rather not mistakenly remove an entire branch that needed to stay.

Mike, I had a thought this morning..... how is the fuel pump wired exactly. If memory serves, it's going to take a signal from the ECU, run through the firewall side, up to the relay box, back through the resistor, back into the front harness and then connect to the rear harness and go off to the fuel pump. That wire that once powered the fuel pump, trace that back to the jump between the front are rear harness and take the front harness section of wire and run it over towards the ECU.

That can be the new trigger for the relays that will be in the trunk area.

Ign switch sends power through the FP relay coil and to the ECU (which I assume latches to ground). Ign switch also sends power through the circuit opening relay, then through the FP relay contacts and FP resistor in parallel. From there it goes to the FP. See diagram below.



So if I'm understanding correctly you are suggesting removing the W/R wire from connector B1-04 (connector on the relay block) and sending it over to the ECU? I have already eliminated the FP resistor circuit in the diagram. It would appear I could also eliminate the L/R wire coming off the circuit opening relay through B1-03?

*Note X-10 is the connector between front and rear harness.

[TitaniumTT]

Originally Posted by RXtacy

Yes, fortunately the branches are easy to identify as they used but crimps and wrapped them in blue tape. For the few circuits I've removed so far I've just gone one circuit at a time and cut it at the crimp. If that whole branch ends up getting removed so be it, but I'd rather not mistakenly remove an entire branch that needed to stay.

Exactly

Originally Posted by RXtacy

Ign switch sends power through the FP relay coil and to the ECU (which I assume latches to ground).

You assume correctly. It's incredibly rare for an ECU output to NOT latch to grnd. Can be confirmed in the diagram by following the ign switch back to positive.

Originally Posted by RXtacy

Ign switch also sends power through the circuit opening relay, then through the FP relay contacts and FP resistor in parallel. From there it goes to the FP. See diagram below.

Be careful with the circuit opening relay. I would be surprised if it didn't power more than the FP relay and resistor.

Originally Posted by RXtacy

So if I'm understanding correctly you are suggesting removing the W/R wire from connector B1-04 (connector on the relay block) and sending it over to the ECU? I have already eliminated the FP resistor circuit in the diagram. It would appear I could also eliminate the L/R wire coming off the circuit opening relay through B1-03?

*Note X-10 is the connector between front and rear harness.

Yes, take the W/R from X-10 and move it to the ECU. In stock form the would've been positive, now it will be the relay trigger signal. When you go dual pump we can get overly fancy like I did and modify two aircraft safety switch's and a pair of SPDT toggle switch's to control the pumps independantly.

I would start at the relay block and work backwards regarding the L/R. It might be used for more than just the FP. If it's not, than what we can do is, because of the physical location of the Circuit opening relay, we can plan to use that for the lift pump, because that will be a stock pump with zero pressure and little draw, use the circuit opening relay and factory fuse in that module for the lift pump.

In that case I would use the B/LG wire that jumps between the EGI and the Circuit opening and cut the jump, find something similar in your tefzel stock and run that over to the ECU. Use the L/R as the power for the lift pump, and split the B/LG before the module to go to the dual SPDT switchs.

*Note - the switch's aren't necessary at all, although I've found them very useful. The way to wire them is the common terminal (middle) goes to the gnd side of the coil for the relay. The position that would be closed when the safety cover is closed hooks to the ECU. The other terminal (cover up, switch up) connects to gnd. **Note - this is an on (mom)-off-on switch** So you can close the cover and the ECU controls it. Flip the cover up and center the switch breaking contact. This allows pressure to be bleed off. Of flip the switch up to the mom position and prime the system. It allows you to fill the surge tank manually to avoid damage to the main pressure pump.

Logical? Sensical?

[RXtacy]

Originally Posted by TitaniumTT

You assume correctly. It's incredibly rare for an ECU output to NOT latch to grnd. Can be confirmed in the diagram by following the ign switch back to positive.

Figured.

Be careful with the circuit opening relay. I would be surprised if it didn't power more than the FP relay and resistor.

I'll trace the wire.

Yes, take the W/R from X-10 and move it to the ECU. In stock form the would've been positive, now it will be the relay trigger signal. When you go dual pump we can get overly fancy like I did and modify two aircraft safety switch's and a pair of SPDT toggle switch's to control the pumps independantly.

I would start at the relay block and work backwards regarding the L/R. It might be used for more than just the FP. If it's not, than what we can do is, because of the physical location of the Circuit opening relay, we can plan to use that for the lift pump, because that will be a stock pump with zero pressure and little draw, use the circuit opening relay and factory fuse in that module for the lift pump.

In that case I would use the B/LG wire that jumps between the EGI and the Circuit opening and cut the jump, find something similar in your tefzel stock and run that over to the ECU. Use the L/R as the power for the lift pump, and split the B/LG before the module to go to the dual SPDT switchs.

*Note - the switch's aren't necessary at all, although I've found them very useful. The way to wire them is the common terminal (middle) goes to the gnd side of the coil for the relay. The position that would be closed when the safety cover is closed hooks to the ECU. The other terminal (cover up, switch up) connects to gnd. **Note - this is an on (mom)-off-on switch** So you can close the cover and the ECU controls it. Flip the cover up and center the switch breaking contact. This allows pressure to be bleed off. Of flip the switch up to the mom position and prime the system. It allows you to fill the surge tank manually to avoid damage to the main pressure pump.

Logical? Sensical?

Mostly. Not 100% following the SPDT switches, but I get the gist of what your saying.

[TitaniumTT]

Basically saying use the circuit opening relay to power the lift pump when that time comes. To do that I would cut the B/LG wire that jumps between the EGI relay and the Circuit Opening relay. Run that B/LG back to the ECU as the FP trigger. B/LG does exist in tefzel.

In that area where the PDM will be mounted, mount the two safety switches and that big Bosch Tyco Relay. Use that larger 70A relay now to power the main pressure pump. Later down the rd when you go surge tank, the wiring is already there in the form of the circuit opening relay to power the low pressure lift pump.

The switches look like this.....



From the ECU the signal wire gets split to both switches. (yes the switches are being used backwards as far as conventional thinking goes.) When the safety switch is closed, the wiring will be as shown above. The ECU will control the fuel pumps as intended.
However, what if you need to depressurize the fuel system? Open the switch covers and flip them to the center no contact position. Car running, signal can't get to the relays, pressure drops until it stalls.
You changed the pump or this is the first time filling the system. Fuel will be in the main tank, but not the surge tank. Turing the key and trying to start the engine will run the main pressure pump until the the lift pump fills the surge tank enough. This is very bad. Open the cover for the lift pump and flip the switch past the center mark to the momentary position which latches to ground. Lift pump fires and fills the tank. Same thing for running the main pressure pump to check for leaks or set base pressure.

It adds a whopping 10 minutes, $30 in switches and covers, but well worth it as opposed to trying to jump relays and pull relays and blah blah blah....

Sensical? Logical?