93 BB base FD build-up

Chadwick · 02-29-2008, 11:19 AM

Ready for first startup:

Engine is running, adjusting fuel pressure:

First startup smoke cloud:

Using an Xcessive LIM with 99 or stock twins:

Getting the 99 twins to fit with the Xcessive LIM took a little bit of work. There are several things that don’t allow them to bolt right up. Here is a list of modifications that need to be made:

Oil and Water supply lines need to be bent to clear the front side of the LIM
Primary turbo compressor housing needs to be cocked about 5 degrees out for the piping to fit. Fortunately the Pre-Control and Waste Gate actuators do not need modification if you don’t over do the rotation.
Oil fill neck needs to be heated and bent forward about ½” (thanks Rich for this tip).
UIM front bracket needs to be bent about ½” towards the front of the motor and the slot lowered (I did this with a dremel)
Secondary turbo needs about ¼” shaved off the compressor housing to avoid contacting the LIM.
Heat shield needs to be hammered in on the back of the turbo to avoid contact with the LIM.
Vacuum hard lines need to be bent to avoid the new position of the oil and water turbo supply lines.

Current build:

Engine & Drive train

13B-REW
Rx8 eccentric shaft
9.7:1 rotors (89-91 NA) balanced and lightened
Rx8 front and rear Stationary gears and bearings
13B-REW front and rear counter weights
Balanced and clearance for 9k+ rpm
Ported intake and exhaust without changing timing
Port matched intake runners
Xccessive Manufacturing lower intake manifold
JDM upper intake manifold
Oil and Water mods
Re-medy water pump
550cc primary injectors
1680cc secondary injectors (RX7-Store fuel rail)
Garfinkle Oil pan brace
Garfinkle torque brace
Smurf engine mounts
Mazdaspeed power plant frame
FJO injector driver
FuelLab 525 Series FPR
SR Motorsports wide belt underdrive pulley kit
99 spec twin turbo /w ported wastegate
RP Trailing arms
RP toe links
4.77 Knightsport ring and pinion
Kaaz 1.5 LSD

Fuel pressure regulator mounting (Brian (aka Wilson) is a master at making custom mounting brackets)

Old school jacobs!:

Mazdaspeed Power Plant Frame:

Battery Relocation: Similar to this write up , but I use a PC680 battery and a 3 constant hot, 4 ignition switched fuse block.

Harness: Brian and I routed the FJO and Dual EGT wiring through the stock harness. The FJO injector driver will be mounted behind the kick plate with the PowerFC.

Body:

99 front bumper (F138-50-031A-AA)
99 bumper reinforcement (F138-50-070B)
99 undertray (F140-56-1B0A)
99 brake ducts (F138-43-63XB, F138-43-64XB)
99 air guide (F138-50-A21)
99 combination lights (F138-51-060B, F138-51-070B)
99 front chin spoiler (F138-51-9L1B, F138-51-9K1B)
99 rear tail lights (F132-51-180, F132-51-170)
RE replica oil cooler ducts
Feed replica side skirts
Mazdaspeed replica hood
APR GT 2 custom 2 element wing /mounted using stock R1 holes
Flying “M” badges front and rear (F141-51-731A, F138-51-731)

Test fitting 99 bumper

Test fitting 315 rear tires w/ 10" wheels:

315 tires mounted on wheels with new outer lip test fit.

Brian and Andrew taking measurements to mount the dual element wing. They are both Mechanical Engineers so I think I’m in good hands.:

Installing lower wing element:

Stantions after powder coating (Thanks Andrew!)

Fitting second wing element and side plates

Interior

Corbeau FX1 composite seat w dual lock slider (Driver)
Corbeau Clubman /stock rail (passenger)
Lilliput in dash Carputer
Lilliput 7” retractable in dash touch LCD
Tripower gauge pod
LC1 wideband w/ XD-16 gauge
Pineapple Dual EGT gauge
Pettit colum mount boost gauge

Wiring up all the gauges and carputer before:

After:

Carputer and LCD screen, ran into two issues here. One is that there is a support that runs 6.5 inches behind the radio dins which I had to cut out with a dremel as the carputer and LCD are both 7.5" long. The other is the LCD hits the fan speed dial and does not tilt back far enough. I will have to find a spacer to move the mount out about 1/2"

Tripower gauge pod w/ Dual EGT and Airfuel gauge

Corner balancing and Alignment:

Pictures of her on the rack getting a corner balance and alignment:

On the scales:

Alignment time, look at that big ass wing!

Here I am setting front camber and caster, Brian (aka wilson hiding behind the tire)

She came in at 2918 with 250 lbs of weight to balance out for me so she is right at 2668 lbs without my oversized ass. We dialed in a 50/50 split on the corner weights and for the first time the rear weighs more than the front. Split front to rear is 49.3% front, 50.7% rear. It must be the big wing making down force even when the car isn’t moving.

My alignment specs are as follows:
Front Camber -2.2
Front Toe .14
Caster 5.1
Rear Camber -2.3
Rear Toe -.16

Misc

Fuel tank surge cover
Axiom harness bar
RP Nippondenso Fuel pump
Kenne Bell Boost a pump
Widefoot Swaybar mounts
Mazdacomp radiator

Widefoot swaybar mount installed:

Zerk fitting on lower control arm to lube Unotainium bushings:

Strapping her down on the dyno for engine break in and tuning

Brian driving her to Memphis. Well at least that is our joke he really never left the dyno but he feels better when he has a goal.

Four hours later let the tunning begin:

After about 15 heat cycles and 150 to 200 miles of engine break in on the dyno we started tuning. I have the restrictor pills removed to limit boost and allow for a little more break in time without a heave load. We worked our way up the scale through multiple runs. Brian did a masterful job controlling the amount of boost by modulating the throttle. We made 2 or 3 runs at each new level until we were happy with the AFR. When we started the day I pulled the map from my last motor and added 20% more fuel and pulled 5 degrees timing across the entire map less the idle area which had already been dialed in. Tuning the vacuum area required removing about 5% of what I had added to get to my target AFR. I also pulled another 3 degrees out of most the vacuum area based on the EGT’s we were seeing.

In the boost areas I only had to take out about 2%. This tells me that my porting and the use of the Xccessive LIM was the right choice as she breaths very well, especially under boost. Something that I found surprising was with the pills out she was hitting 12psi on the first turbo, then dropping to 10psi when the second picked up. This same exact setup could only muster 7/7 on my previous motor. The first turbo spools up wicked fast. It caught Brian by surprise on one pull when we were just tuning vacuum. He slammed the throttle shut so fast that she shot out a nice fireball. Brian says that my eyebrows still look the same, but I’m not so sure and I keep getting whiffs of burnt hair.

We ended the day with a quick pull just to see what she was putting down and get a look at the torque curve: 267 rwhp and 217 torque at 10psi with Brian letting off at 6800 rpm. I think you will be surprised by the torque curve when you see the dyno sheet, I know we were. Let me just say that in this case I have a hard time calling it a curve.

We still have a lot of tuning left on the AFR and optimizing the timing but over all she is running very good and made her debut at the autocross today.

Off to the races:

albertomg · 05-09-2008, 03:21 PM

Quote:

Originally Posted by Chadwick

Pictures of her on the rack getting a corner balance and alignment:

She came in at 2918 with 250 lbs of weight to balance out for me so she is right at 2668 lbs without my oversized ass. We dialed in a 50/50 split on the corner weights and for the first time the rear weighs more than the front. Split front to rear is 49.3% front, 50.7% rear. It must be the big wing making down force even when the car isn’t moving.

My alignment specs are as follows:
Front Camber -2.2
Front Toe .14
Caster 5.1
Rear Camber -2.3
Rear Toe -.16

Nice weight. I weighed my 93 R1 with A/C and air pump and full tank of gas (maybe 2 gallons shy of full) recently at the track. Total weight (w/o driver) was 2,802. The only thing I removed from the car was the spare tire.

Broke down as follows:
DF = 723 PF = 659
DR = 715 PR = 704

Not sure how level the scales were as this was at the track testing for min weight at a NASA event.

I'd love to get some feedback on your caster when you get the car out. Which hopefully will be soon.

Good luck.

02-29-2008, 11:19 AM	#1
Chadwick Rotary Fanatic Join Date: Feb 2008 Location: Smyrna, TN, USA Posts: 239 Rep Power: 18	Ready for first startup: Engine is running, adjusting fuel pressure: First startup smoke cloud: Using an Xcessive LIM with 99 or stock twins: Getting the 99 twins to fit with the Xcessive LIM took a little bit of work. There are several things that don’t allow them to bolt right up. Here is a list of modifications that need to be made: Oil and Water supply lines need to be bent to clear the front side of the LIM Primary turbo compressor housing needs to be cocked about 5 degrees out for the piping to fit. Fortunately the Pre-Control and Waste Gate actuators do not need modification if you don’t over do the rotation. Oil fill neck needs to be heated and bent forward about ½” (thanks Rich for this tip). UIM front bracket needs to be bent about ½” towards the front of the motor and the slot lowered (I did this with a dremel) Secondary turbo needs about ¼” shaved off the compressor housing to avoid contacting the LIM. Heat shield needs to be hammered in on the back of the turbo to avoid contact with the LIM. Vacuum hard lines need to be bent to avoid the new position of the oil and water turbo supply lines. Current build: Engine & Drive train 13B-REW Rx8 eccentric shaft 9.7:1 rotors (89-91 NA) balanced and lightened Rx8 front and rear Stationary gears and bearings 13B-REW front and rear counter weights Balanced and clearance for 9k+ rpm Ported intake and exhaust without changing timing Port matched intake runners Xccessive Manufacturing lower intake manifold JDM upper intake manifold Oil and Water mods Re-medy water pump 550cc primary injectors 1680cc secondary injectors (RX7-Store fuel rail) Garfinkle Oil pan brace Garfinkle torque brace Smurf engine mounts Mazdaspeed power plant frame FJO injector driver FuelLab 525 Series FPR SR Motorsports wide belt underdrive pulley kit 99 spec twin turbo /w ported wastegate RP Trailing arms RP toe links 4.77 Knightsport ring and pinion Kaaz 1.5 LSD Fuel pressure regulator mounting (Brian (aka Wilson) is a master at making custom mounting brackets) Old school jacobs!: Mazdaspeed Power Plant Frame: Battery Relocation: Similar to this write up , but I use a PC680 battery and a 3 constant hot, 4 ignition switched fuse block. Harness: Brian and I routed the FJO and Dual EGT wiring through the stock harness. The FJO injector driver will be mounted behind the kick plate with the PowerFC. Body: 99 front bumper (F138-50-031A-AA) 99 bumper reinforcement (F138-50-070B) 99 undertray (F140-56-1B0A) 99 brake ducts (F138-43-63XB, F138-43-64XB) 99 air guide (F138-50-A21) 99 combination lights (F138-51-060B, F138-51-070B) 99 front chin spoiler (F138-51-9L1B, F138-51-9K1B) 99 rear tail lights (F132-51-180, F132-51-170) RE replica oil cooler ducts Feed replica side skirts Mazdaspeed replica hood APR GT 2 custom 2 element wing /mounted using stock R1 holes Flying “M” badges front and rear (F141-51-731A, F138-51-731) Test fitting 99 bumper Test fitting 315 rear tires w/ 10" wheels: 315 tires mounted on wheels with new outer lip test fit. Brian and Andrew taking measurements to mount the dual element wing. They are both Mechanical Engineers so I think I’m in good hands.: Installing lower wing element: Stantions after powder coating (Thanks Andrew!) Fitting second wing element and side plates Interior Corbeau FX1 composite seat w dual lock slider (Driver) Corbeau Clubman /stock rail (passenger) Lilliput in dash Carputer Lilliput 7” retractable in dash touch LCD Tripower gauge pod LC1 wideband w/ XD-16 gauge Pineapple Dual EGT gauge Pettit colum mount boost gauge Wiring up all the gauges and carputer before: After: Carputer and LCD screen, ran into two issues here. One is that there is a support that runs 6.5 inches behind the radio dins which I had to cut out with a dremel as the carputer and LCD are both 7.5" long. The other is the LCD hits the fan speed dial and does not tilt back far enough. I will have to find a spacer to move the mount out about 1/2" Tripower gauge pod w/ Dual EGT and Airfuel gauge Corner balancing and Alignment: Pictures of her on the rack getting a corner balance and alignment: On the scales: Alignment time, look at that big ass wing! Here I am setting front camber and caster, Brian (aka wilson hiding behind the tire) She came in at 2918 with 250 lbs of weight to balance out for me so she is right at 2668 lbs without my oversized ass. We dialed in a 50/50 split on the corner weights and for the first time the rear weighs more than the front. Split front to rear is 49.3% front, 50.7% rear. It must be the big wing making down force even when the car isn’t moving. My alignment specs are as follows: Front Camber -2.2 Front Toe .14 Caster 5.1 Rear Camber -2.3 Rear Toe -.16 Misc Fuel tank surge cover Axiom harness bar RP Nippondenso Fuel pump Kenne Bell Boost a pump Widefoot Swaybar mounts Mazdacomp radiator Widefoot swaybar mount installed: Zerk fitting on lower control arm to lube Unotainium bushings: Strapping her down on the dyno for engine break in and tuning Brian driving her to Memphis. Well at least that is our joke he really never left the dyno but he feels better when he has a goal. Four hours later let the tunning begin: After about 15 heat cycles and 150 to 200 miles of engine break in on the dyno we started tuning. I have the restrictor pills removed to limit boost and allow for a little more break in time without a heave load. We worked our way up the scale through multiple runs. Brian did a masterful job controlling the amount of boost by modulating the throttle. We made 2 or 3 runs at each new level until we were happy with the AFR. When we started the day I pulled the map from my last motor and added 20% more fuel and pulled 5 degrees timing across the entire map less the idle area which had already been dialed in. Tuning the vacuum area required removing about 5% of what I had added to get to my target AFR. I also pulled another 3 degrees out of most the vacuum area based on the EGT’s we were seeing. In the boost areas I only had to take out about 2%. This tells me that my porting and the use of the Xccessive LIM was the right choice as she breaths very well, especially under boost. Something that I found surprising was with the pills out she was hitting 12psi on the first turbo, then dropping to 10psi when the second picked up. This same exact setup could only muster 7/7 on my previous motor. The first turbo spools up wicked fast. It caught Brian by surprise on one pull when we were just tuning vacuum. He slammed the throttle shut so fast that she shot out a nice fireball. Brian says that my eyebrows still look the same, but I’m not so sure and I keep getting whiffs of burnt hair. We ended the day with a quick pull just to see what she was putting down and get a look at the torque curve: 267 rwhp and 217 torque at 10psi with Brian letting off at 6800 rpm. I think you will be surprised by the torque curve when you see the dyno sheet, I know we were. Let me just say that in this case I have a hard time calling it a curve. We still have a lot of tuning left on the AFR and optimizing the timing but over all she is running very good and made her debut at the autocross today. Off to the races: __________________ 93 RX7 BB (Race Car) 93 RX7 SSM (Soon to be IBM and a daily driver) 05 Silverado Z71 08 Mini Cooper 80 LS RX7 (for sale) Last edited by Chadwick; 11-25-2008 at 04:26 PM.