| MIATA BUILD |
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 | |  | November 6, 2013 - More preparation of the new engine.
The water pump has a couple of fittings for the heater. That's not needed here. When I installed the previous engine, I'd just installed rubber caps. These had a tendency to degrade over time, unfortunately. I never had one fail, but it was only a matter of time.
This time, I pulled off the fittings, tapped the holes and installed steel plugs. No failures here! If I ever decide to retrofit a heater, I can just screw in some brass nipples.
entry 1105 - tags: engine, 6.2 | | |  | November 6, 2013 - More preventative maintenance.
These motor mounts see a lot of abuse, both from a rambunctious engine and heat. Mine were in pretty good shape, but I figured it was much easier to change them now than later. I'm taking other steps to help them last longer - you'll see more of that later.
entry 1106 - tags: engine, 6.2 | | |  | November 6, 2013 - Another tweak.
The steering effort is pretty good on this car, but I've been wondering how it would feel with a bit less assist. This restrictor (on the left) will drop the pressure in the system a bit. Let's see how it works.
I've got one for my LS1-powered MG as well, as the NA steering rack in that car wants less pressure than the NB rack in the Targa Miata.
entry 1107 - tags: steering | | |  | November 6, 2013 - After a bunch of little individual jobs, adventures and solved problems, the engine is almost ready to install.
There's a new LS7 clutch and flywheel inside the transmission bellhousing. The oil pan came off again to check some clearances for another installation, then went back on. The new motor mounts are in, plus of course the cam and valve springs. I found a little squeak from where the rear cover had been just barely touching the crankshaft, and that's been sorted. The intake manifold insulation has been removed for hood clearance, and the fuel rail is flipped around to put the inlet where I want it. My dual oil pressure sensors are in place. A little bit of interference between the steering rack and the oil pan has been clearanced. We're almost there.
The only thing left is to reinstall the balancer, and for that I needed a special tool. The LS engines have been made by the millions over the last 16 years, but it's still a new and exotic engine according to most parts stores and tool manufacturers. It's almost impossible to find a balancer installation tool that is compatible. I had to build my own out of materials from McMaster Carr!
entry 1108 - tags: engine, 6.2 | | |  | November 11, 2013 - This should take care of the heat problems I've been experiencing.
The headers and the first part of the exhaust system have been given a Swain "White Lightning" ceramic coating. It's a big step up from the locally applied "ceramic" I had done years ago. That particular coat lasted about as well as my high-temp paint job did. This is much thicker and stronger.
entry 1109 - tags: engine, 6.2, ceramic, exhaust | | |  | November 11, 2013 - Future failure avoidance.
Prior to installing the engine, I spent a fair bit of time going over the wiring harness and ensuring it was well restrained but accessible. In a couple of spots, I was unable to avoid wires making contact with the block. In those places, I made sure the wires were protected. They're not quite in contact, but with all the vibration to come they need something.
entry 1110 - tags: engine, 6.2, wiring | | |  | November 13, 2013 - And the engine is in!
This makes it sound a lot quicker than it really was, but after a bunch of fiddling about and checking I have it installed. And now comes the fun part - the wiring.
entry 1111 - tags: engine, 6.2 | | |  | November 13, 2013 - Because the Targa Miata has a stripped out interior and no HVAC system, I've got some space that's not usually available on the street cars.
I've decided to mount the engine computer to the interior side of the firewall so it'll stay a bit cooler than being underhood. This means I have to pass some significant cables and connectors through the firewall. I don't have any wire grommets that size.
This panel is the answer. It has a clip on the backside to lock the bottom into place and the top is bolted down - it's upside down here. The wires are all centered in the grommet before the second half is riveted in place.
entry 1112 - tags: engine, 6.2, wiring | | |  | November 13, 2013 - Wiring fun!
This poor car has been through a lot. I stripped out the harness when I built it, and modified it for my purposes. When the original V8 conversion was done, the engine wiring came from a 2002 Firebird - but had already been installed in another Miata. Then I kept modifying and tweaking things, changing the harness around further. Wires for electric windows, cameras, dataloggers, extra sensors, goofy rear wings and the like. It's a bit of a mess.
With the new engine, I'm installing a standalone engine computer and wiring harness. I'm taking this opportunity to revisit all the wiring in the car, removing the leftover bits from the four cylinder build and that junkyard GM stuff. This under-dash harness will be greatly simplified, and the whole thing should be much more robust when I'm done.
It sure looks horrific when it's unwrapped and spread out! The junkyard GM parts are still wired in, and the new GM wires are also looped around like snakes in this shot. Fun stuff.
entry 1113 - tags: engine, 6.2, wiring | | |  | November 25, 2013 - Progress!
After hours of tracing wires, the harness is getting slimmer and more robust. It's pretty entertaining seeing the convoluted path taken by some of these. I've removed several big connectors and just streamlined the harness overall. The Coralba rally computer and Peltor intercom wiring is better now. It'll be a lot easier to maintain this setup. It still looks a bit frightening because the harness is unwrapped, but it will be all tied up and secured before the dash cover goes back on.
entry 1114 - tags: engine, 6.2, wiring | | |  | November 25, 2013 - Here's the real progress.
That's the Miata fusebox in stripped-down mode. What's missing? The main relay! Yes, the relay that failed and cost us the win at Targa Newfoundland. It gives me much glee to pull this little sucker out.
It's been replaced by the new GM Performance Parts wiring harness, with wiring that's built to run a big hefty V8 with eight hungry high-energy coils. The Miata relay was designed to handle a quarter of that.
As you can see, a number of other fuses and relays are also missing from the stock fuse box as they're simply not needed any more.
entry 1115 - tags: engine, 6.2, wiring | | |  | November 27, 2013 - Paco Motorsports is a new sponsor of the Targa car, and here are a few goodies that are being installed.
The master cylinder brace (available from Flyin' Miata) is a simple bolt-in, and it makes a pretty dramatic difference to the amount of flex in the braking system.
You can also see the base for the new shock tower brace. It's no coincidence that this is compatible with the master cylinder brace. It's a step up from the one I've been using for the past few years, both in terms of strength and with improved access to the shock adjustment knob. I like it.
There are some new prototype parts from Paco on the way
entry 1116 - tags: brakes, bracing, paco motorsports | | |  | December 10, 2013 - Farewell, Gander.
The Targa Newfoundland organizers have announced the biggest change to the route in the event's history. The rally will no longer head for the Gander region. This means the loss of many of my favorite stages: Leading Tickles, Port Blandford, Bobby's Cove, Pleasantview - and of course, Gander.
Leading Tickles (which is known by different names depending on how long the stage is in a given year, and which direction you're going) is a rockship blast through the woods on a curvy road with patches on patches. You have to be on top of your game, and if you're in a well set up car with good suspension it's magic. It also has consequences, this is the stage that took out the factory MINI in 2008 in a high speed crash that left car parts all over the woods. Oh, it also has the best stage name in the event.
Bobby's Cove wasn't super-challenging, it was just smooth and very fast. That's the stage where I passed a 30 km/h speed limit sign doing 179 km/h, always a favorite moment.
Gander, of course, is one of the famous stages. It's 5 minutes of mayhem, a flurry of identical left-right-left corners as you rampage through a fairly nondescript subdivision. It was ferociously difficult to finish without penalties, and always a highlight of the race for fans and competitors. Even just standing by the road and hearing the half-dozen cars currently on course roaring away out of sight behind the houses was entertainment.
As a result of these changes, the event is now more compact, with slightly shorter transit times. That's nice, but it will be a shame to lose what was arguably my favorite day of the race. The time schedule has also been tightened up, with registration and odometer check on the same day as the prologue and the awards gala on Friday night after the last day of racing. The first change means less time to deal with potential scrutineering problems and less time for the navigators to work on their books, the latter means Friday will be a very, very long day.
Take a few minutes to honor a couple of the greats.
Leading Tickles 2011
Gander 2008
The photo is from Gander in 2011, taken by Zach Bowman.
entry 1117 - tags: news, route, gander, pleasantview, bobbys cove, leading tickles | | |  | January 20, 2014 - Look who's Miss November on the Grassroots Motorsports calendar!
If you want the coolest Miata in the world on your wall (in November, anyhow), you can either get one from Grassroots Motorsports ($1.50, right here!) or get one free with an order from Flyin' Miata.
entry 1118 - tags: calendar | | |  | February 5, 2014 - Drive time!
Between snow storms, I took the car out for a quick spin down the road to see how the new engine feels and to make sure everything was healthy. The result? It feels very healthy indeed. The engine is a gem, it's got a wickedly sharp throttle response that just begs to be played with. It's reminiscent of the old high compression 2.0, but it's got some serious power and torque behind it. The car has the potential to be very hard on your neck. I didn't drive far, but it was a real promise of what to expect on future drives. The new 6.2 is a lot more potent than the old 5.3 was.
As for the keychain, it was a present from my friend Adam at Revlimiter.net. He does custom gauges and just started doing keychains, so he sent me a Martini one for the racer. I like it a lot. Thanks!
entry 1119 - tags: engine, 6.2, test, martini | | |  | March 27, 2014 - Dyno time!
Was all that engine swap work worthwhile? Short version: yes. The car spun the rollers at 466 hp and 432 lb-ft. Even better, it was making 300 ft-lb at 1700 rpm and more than 400 from 2900 to 6100. That's one healthy little car.
Here's the dyno run - the whine is from the tires on the rollers.
In other words, yes. It was well worth the work. The old 5.3 made decent power, but didn't have that massive amount of torque. On the road, it's just ridiculously eager, ready to rip forward at any moment. The 6.2 with the ASA cam has the same light feel as the old high compression 2.0 that I used to run, but with approximately three times as much power.
Wow, that puts it in perspective. Nearly three times as much power as the 2008 Targa Newfoundland spec.
entry 1120 - tags: dyno, ls3, 6.2 | | |  | April 17, 2014 - One thing I've noticed recently is that the Optima battery is starting to struggle a bit.
Now, we found a very high failure rate on Optimas when we were using them at FM at the time this one was installed. I've been lucky so far, but I decided to replace it proactively with an Odyssey. I ran an Odyssey PC680 in the car when it was a four cylinder and it was a great little unit. This PC925 is a bit beefier for the big engine, but it will drop some weight and will ease my concerns about reliability.
entry 1121 - tags: battery | | |  | April 17, 2014 - With the extra power, it's time to upgrade the braking.
Speed is a much bigger factor when it comes to braking than weight is.
The previous front setup was a typical one, with a Wilwood Dynalite caliper, two-piece 11" rotors and Performance Friction PFC97 pads. I loved the pads, they would always stop the car hard regardless of pad temperature. But they were hard on rotors when they got too hot or too cold, and the track work with the 5.3 was running them too hot so the pads were also starting to suffer.
So it's time for a new 6-piston Dynapro. Nice big pad area to go with the new rotors. I'm going to try some Wilwood compounds, starting with the E flavor. There's also a full set of H pads on my shelf if I need to be more aggressive. We'll see how it works. At the back of the car, I already have Wilwood Powerlite calipers with E pads. Basically, I'm now running the Flyin' Miata "Big Mama Jama Stage 2" kit.
Combined with the big master cylinder and the brace, I have one very solid brake pedal. Highly reassuring with this power/weight ratio!
entry 1122 - tags: brakes | | |  | April 20, 2014 - First track test!
Finally, a chance to let the big engine off the leash. And of course, it was raining in the morning. Yeah, that was a big slidy adventure with the slick RA1s.
But eventually, the track dried. And the car woke up. Let's get the fun stuff out of the way: it's a beast. No surprise. But holy cow, it's everything it should be. On the second gear corner exits, throttle modulation is the name of the game - or big black stripes on the pavement as an alternative. But hit third, and it'll hook up solidly and turn into a rocket. Third gear is awesome in the true sense of the word. The car just teleports forward.
This led to my biggest problem of the day - brakes. Thanks to the changes in traction levels, it took me a while to discover that I was set up with far too much front bias on the proportioning valve. That's a sign that my previous setup was definitely struggling. But even when I dialed it back, I was still having trouble getting the car slowed. Why? Because my braking point on the front straight had moved back by 40' or so, to the point where I was actually having to brake before the start/finish line. That's about the same place where Brandon was slotting third in his 1.6 Miata. I couldn't get past that, and kept trying to brake later followed by more big black stripes on the pavement.
I did manage to put down a 1:02.905, followed by a 1:02.908. Then I started overdriving and slowing down, eventually flat-spotting some tires as I tried too hard. So it didn't get any faster. I'm a bit disappointed I didn't manage to match my previous best, but that was a fast day when everyone was setting personal records. I'll spend some more time fine-tuning the brakes and go through the whole chassis setup, then we'll see what happens next time.
Mechanically, the car was solid. The engine never missed a beat and proved to be really easy to modulate. So that's a big success.
Video! This was one of the fastest laps.
entry 1123 - tags: testing, brakes, video | | |  | July 8, 2014 - High speed track testing.
The recent track test at the local track was fun, but the car felt a bit like a caged animal. So I trekked out to High Plains Raceway to run with the Z Car Club of Colorado. These guys always put on a smoothly run day, with the opportunity for lots and lots of track time. I had new H compound brake pads and was ready.
How was it? Spectacular. I had a ridiculous amount of fun. The first session was one a mismatched set of tires, RA1s on three corners and a Nitto NT01 on the other. The Nitto wasn't working as well as the Toyos so the car had uneven handling left and right.
I then swapped on a set of new Toyo RRs on 9" wheels. Wow, what a difference. The chassis now had the grip to match the power, and I was able to go into full rampage mode. The chassis setup was perfect and I was able to just drive. I spent the rest of the day chasing down a variety of cars, including another LS3-powered Miata. The one car I never got to play with was a Viper with race rubber - he started one session right behind me, but pulled off after a single lap. Top speed was about 135 mph into a headwind. At the end of that straight there was a fairly intense braking zone which had me hanging off the harnesses and giggling.
Video!
Unfortunately, the car wasn't perfect. The speed and the braking zones (five major braking events per lap) meant I was putting a lot of heat into the brakes, and the fluid started to boil. I was using ATE Super Blue which is pretty good stuff, so I'm going to take a look at improving the ducting further and run something that runs a bit hotter. I could manage the heat in the brakes by being a bit cautious on braking. The coolant temperature was good - even on the very hot day and running for 30 minutes, I never got into a problem zone.
At the end of the day, I bailed early. This group starts combining run groups near the end of the day and extends the length, which meant that I had the chance to run for a full hour with a bunch of poor B, C and D drivers getting blown into the weeds by the Targa Miata. With the brakes soft, I decided there was nothing to be gained so I packed up after the end of the regular sessions. Still, it was a good day. So much fun.
entry 1124 - tags: high plains, track, testing, brakes | | |
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