Jump to content


  • Posts

  • Joined

  • Last visited

  • Days Won


wd6681 last won the day on September 12 2019

wd6681 had the most liked content!

Recent Profile Visitors

835 profile views

wd6681's Achievements



  1. Agreed, this is a fueling issue, not ignition.
  2. 34 degrees sounds like a lot to you modern fast burn chamber guys, but nearly all the domestic v8s especially pre vortec sbc stuff is 35-42 degrees. Cylinder fill and burn speed is so much better on most 4v motors they seem to usually be in the low 30s. Look how much timing an m20 takes compared to an m50. You should be nervous about the problem, thankfully you have megasquirt so you can log some data and do some diagnostics. Do other cylinders show signs of preignition? What was the failure mode of the 2 cylinders?
  3. No, it has happened at the 2 race weekends the car has been run at. Miatas are new to me. Sounds like the general consensus is I am over thinking it.
  4. No temp gauge. Not overfilling. It looks like according to spec 48psi is acceptable. It is more concerning that the psi is lower than that if a lower RPM which then makes me question its presence of air. Previously I ran a CJ4 rated sae30. At watkins glen I ran an SN rated sae30 to hopefully get greater anti foaming additives. If this is foaming/cavitation, it could not be solved with viscosity right? That will only mask the presence of the air in the oil. Thanks
  5. Noticing that our NA6 miata has 48psi of oil pressure when racing but 52psi (relief pressure) under caution (elevated RPM). I do not feel oil temp is the cause as the change appears immediate. When racing at 5500-7200rpm oil pressure reads 48psi; under caution 3500-4500rpm the oil pressure is back up at 52psi. My Concern is aerating or cavitating oil. Is this an Aeration problem and if so. -Problem with oil (SAE30, straight, non motorsports specific) -Oiling system (any known improvements?) Thank-You
  6. My question is more relevant to my tow rig, or should I ever race a newer car. I am a loyal user of NGK copper plugs in everything. My vibe is the performance world agrees. My question pertains to using them in a modern vehicle. Other than shorter than OEM service life, what is everyone's experience with 'going backwards' and using copper plugs in a platinum or iridium OE application? I ran copper plugs in an LS with great success years ago. Wondering if anyone else has more experience with other COP systems. Thankyou
  7. Are referring to the v720 as there is not an acr version of the v730. I am also assuming there is a difference between the v720 and v730
  8. Anyone run them yet?
  9. Bigger front bar and less rear bump damping
  10. Older atfs are around the viscosity of 20w motor oil and newer atfs are thinner. For thin gearbox applications I have had luck with shell sprirax gxme
  11. Looks like factory fill was likely atf, so you will need something thin like 70w80 (example shell sprirax gxme), amsoil is another. Or just a dex 3 atf
  12. Anything marketed as an MTF will work well. Typically gl4, viscosities like 70w80 through 80w90 with most being 75w90. Not going to get into the branded thing... Just that it's easy to pay too much
  13. Heavier cars are usually also physically larger. More aero surface area to generate downforce. Think modern f1 cars, huge compared to the v8 v10 cars
  14. Right, what I mean to say is that the turbo could be experiencing starvation while the engine is not. I am told this is the primary advantage to a ball bearing turbo, it is more tolerant to oiling shortages.
  15. I wonder how many turbo failures come down to oil starving. I can imagine that in high g cornering it could be one of the first places to go away and or foaming/bubbles to show up. Those that have had turbo troubles ever consider installing an oil pressure gauge or logger in the turbo oil feed line?
  • Create New...