I think the goodwin car made ~165whp without the header. Exhaust + dyno variation?

 

Different dyno, Dyno Dynamics vs Dynojet.
Goodwins was STD correction I think, ours was SAE correction
Full header/exhaust vs 100% stock
91 vs E85

My original guess on whp for the ND long before it was released was 132whp. Based on 155bhp. I figured reduced drivetrain losses compared to the NA/NB. Tune seems to be worth about 15whp. E85 is usually 5%. So that guess puts us at.. 154whp, right where we ended up. I'm going to guess that Goodwin's dyno's are roughly 5% higher than what we see on a Dynojet SAE corrected.

With the header and exhaust, I'm expecting around 165whp. We have some stuff want to try on the intake which we hope will bring it to 170whp.

 

Good for you. You're obviously commenting on stuff you know nothing about.

 

Your comment adds nothing to the discussion. GTFO

 

And yet you're doing the same?

Looking forward to what intake changes will be made on the ND

 

Jeebus, both of you guys

 

Also adding nothing, but lulz

Can't wait to see the finished product. Dat orange. I'm wanting an ND something fierce and the plan was to run C-Street, but these easy gains via bolt-ons/tune looks noice.

 

Are the factory LSDs relatively easy to come by as service parts?

 

I would answer you but you quoted pics. So instead you get an eggplant, for which I do not yet know the significance. You are free to repost your question in a manner which does not upset my personal, and rather arbitrary sense of forum etiquette.

 

 

The eggplant is an old running gag we came up with years ago when one of the more retarded members of the forum (Pusha? Hyper? Can't recall) was being particularly retarded.

 

No, the eggplant came about when i called the dude that was talking about "overfilling his cylinders" an eggplant.

https://www.miataturbo.net/engine-pe...urbo-bp-72064/



And Joe, you can buy the parts from the dealer. There's part numbers somewhere on here and Miata.net. Emilio might even be able to get them for you.

 

Different question related to the limited slip. Since you have this out to swap in, what is the diameter of the ring and pinion on the ND and is there any potential to swap into earlier housings? Not that I want a 2.866 R&P (Bonneville, big power, and big *****), but there will be performance ratios available and potential interchangeability with earlier generations of Miata will be a question I haven't seen addressed previously.

 

Sticking one of these in because it's sparkly.

Aim MXL2. Turns our Mazda loaned an ND to Aim for a while so they could write a config file for it. Some of the channels available from stock ECU (there are a lot more):

TPS - commanded
TPS - actual
Oil pressure
Coolant temp
RPM
Brake line pressure !
Steering angle !
Individual wheel speed
WBO2
All the usual engine CAN channels (inj DC, cam angle, knock, etc)

The ECU measures resistance across the plug electrodes to detect onset of knock before the knock sensor can pick it up. Car might also have oil temp sensors in trans and probably engine. Currently, they have the file for it to record with the Solo DL. By this weekend they'll have the code for the MXL2 so we can record everything at MRLS. Coolness.

 

I'm kind of glad Joe quoted pictures -- got me to look at them again since I was on a iPhone the first time.

Looks like they integrated the muffler with the fuel tank. Haha. (Yes, I know it's just a muffler . . . but it looks funny).

 

Seriously? That's wild.

 

No shared with any other Miata. It's teeny, like NA6 sized but wider. Bummer that the auto R&P is so much lower. Ideal for most of us would be 3.5~3.7:1. 2.9:1 is OK but 6th is so tall it would still cruise serenely 600rpm higher. The 4.1 auto ratio would need a very high revving engine and start to not work in 1st, 2nd. It would be great on track but again, have a limited top end (~125mph).

Diff available separately for $658 but for just under twice that you can buy the entire housing with LSD installed. We chose the latter option, so we have a spare housing with open diff which will get the OS Giken when it arrives.

 

Yup. It's sorta like the piezo sensor in the plugs that Saab and BMW ran several years ago. These modern ECU's are so fast they can do real time calcs/corrections during the combustion event. The SAG already does a second small exhaust gas cooling squirt during every cycle.

It'll be cool too see these channels in the data. Moreover, we have access to all the tables now so we can get in and mess with stuff as it pops up in the data. frinstance, the ECU has different maps in different gears. More torque in 6th, a lot less top end, and much lower rev limit. I was told there are something like 3000 tables in the stock ECU. That is not a typo.

 

The tl;dr is that this appeared in the market with trionic 5.2 in the saab 9000 in the early 90s, and saab made several million cars that based both knock and timing on plug resistance. t5/t7/t8 don't have knock sensors or cam position sensors.

The implementation requires no sensors, just copper resistor-type spark plugs.

Awesome to see other mfg's are finally doing this as well!

 

Is the knock detection method AKA "Ion Sensing"? I recall someone was trying that with one of the cheaper aftermarket ECUs. Was it Megasquirt?