Where? I don't remember seeing it anywhere before. I should have known you'd find something like it though. I give you plenty of props for completing the FS-ZE swap. Why haven't you gotten the Unichip? It seems like the perfect solution to your ECU issue with the FS-ZE. It can control the the VRIS intake soleniod, remove the rev limiter, and tune the engine for maximum output. What else could you want?

 

That's a pretty good plot! Torque will always decrease after 5252 RPM on any engine. In order to keep it over 100 Lb/ft at 6000 it would have to be making about 130 at peak. The best way to accomplish this is of course forced induction! A supercharger would keep it over 150 through the entire rev range probably!

As for the price, they checked with Dastek and yes it's $595 to me. I don't know what they pay. It will take about an hour of dyno time to set it up at $120/hr for tuning. It's $75 to run it 3 times with minor changes, and $120/hr if they are tuning and tweaking it themselves. They're pretty sure that it will only take about an hour of tuning and about an hour of installation at $55/hr. So I'd be looking at about a $800 bill by the time it's done. The MP3 comp is about a $1000 and doesn't offer any kind of tuning possibilities so this looks to be the cheapest route. You can use one of the outputs to run an additional injector so it won't be obsolete if I go the turbo or supercharger route later on.

 

Can't wait to see what the exhuast does for ya.

 

this is my point exactly!

however i disagree with this point. you can accomplish 130+ peak hp with out an SC or TC, it will just take some thoughtful tuning. i float around at the miata.net forum quite often, since i hope to have one soon. there is a guy over there that has done some carefule tuning of his miata to get 150+ STREETABLE hp out of his 1.6 motor with out going foced induction. that's the kind of power i'd like to see some one do with his (or her) protege.

 

Why do you say that? Not all engines are the same, so what is magical about 5252 RPM? Did you all read my post with the quote from Dastek about dynos? Very interesting reading about the different types of dynos, and the validity of the numbers you get from them. Also an excellent explaination of the diffence between HP and torque. Recommending reading. Dispells many common misconceptions about dyno curves, and HP and torque relationships.

 

the only thing really special about 5252 rpm is that is where the torque and hp equal each other on ALL engines.

 

this page does a really good job explaining the relationship between the 2 mathematically, you'll see why 5252 is the magic number:

http://www.revsearch.com/dynamometer...orsepower.html

 

Thanks ZoomZoom. That answer your question Eric?

 

Just found out the exhaust cam won't ship until Monday. Found out they had a 'Sport 20 Familia' emblem in stock so I had them roll that into the order also. I figured it was only another $7.20.

 

I swear I've mentioned the unichip before. Can't seem to find it using 'search' however. Anyway, I was just giving you a hard time.

I found out about unichip on the net. I read about a few hyundai tiburons that had one. Then I saw that tons of cars were using it. Some completely stock MR2 spyders (the new ones) were gaining 7whp, which sold me on the tuning ability. My local shop (Altered Atmosphere) just put one on a C70 Volvo.

As soon as I can get some headers, I'm going to have the headers, exhaust cam, and unichip installed all at once. The headers are delaying the whole process. I can't wait to post a dyno sheet!

I'm interested to know how to control the VICS system. I know the unichip can do it but, don't know how to input data into the solenoid. Anyone know anything about this?

 

I believe you, it was just the first I remember hearing of it. Unlike Jesse, I can't get to every post on the Forum. After reading this months SCC issue, I'm concerned about when the Mazda ECU goes into open loop mode though. Since the Unichip only excepts two inputs, RPM and throttle position/load, the stock ECU may be able to undue any tuning attempts in closed loop mode. The VICS system is controlled by an electrical signal generated from the ECU at a specific RPM. That signal triggers a soleniod which opens a valve that lets vacuum open the throttle plates in the secondary runners in the intake manifold. The Unichip can intercept the original ECU signal, and generate it's own at a programmable RPM point.

 

Yes, 5252 RPM is where HP and torque intesect on a graph. HP is always lower than torque below that RPM, and higher than torque above that RPM. That's not the same as Torque always declines after 5252 rpm. Good link though, thanks.
Jesse, did you go to the site I posted and read the rest of the inforamation about dynos? The premise was that torque as measured at the wheels by a loading dynomometer isn't accurate because of driveline losses. It's explained better here:
http://www.dastek.co.za/ click on 'Dastek Dynomometers' and 'Introduction to Dynomometers'.

 

You used a dyno chart from a vortech supercharged honda, so the torque is not going to decrease much after 5252. On almost every normally aspirated engine I've seen the dyno plot for, torque will decrease after the crossing point. The reason it doesn't on supercharged/turbocharged/nitrous engines is because you are putting more than one atmosphere of O2 into the cylinder. The rules of thumb are different for boosted engines. Still, our cars have a pretty flat torque curve and aren't bad for 2.0 liters.

 

Are there any Supercharges made to fit the 3rd Gen engines?

 

I thought horspower was derived from the torque readings that a dyno meter measured. Then the computer attached to then dyno simply plotted the curve for the torque and the numbers it derives from the equation for horsepower and plotted that.

Then again, I've had a bad day and I might be wrong.