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-   -   1.6 MX5 enine tuning (http://www.haynes.co.uk/forums/showthread.php?t=7585)

MoysieWRX 1st January 2012 10:11 PM

1.6 MX5 enine tuning
 
Does anyone have any hints tips for tuning the 1.6 MX5 engine? Or which modifications could i perform on the engine?

I have the Jap import (Eunos roadster) does any one know if there is actually any differenced performance or otherwise between this and the Uk engine?
What sort of power figure are we talking for this engine around 110BHP ???

The parts will remain on the donor car unti i start to need them so could possibly test some of the mods whilst the engine is still in the car.

Regards

Big Vern 1st January 2012 10:20 PM

Quote:

Originally Posted by MoysieWRX (Post 69296)
Does anyone have any hints tips for tuning the 1.6 MX5 engine? Or which modifications could i perform on the engine?

I have the Jap import (Eunos roadster) does any one know if there is actually any differenced performance or otherwise between this and the Uk engine?
What sort of power figure are we talking for this engine around 110BHP ???

The parts will remain on the donor car unti i start to need them so could possibly test some of the mods whilst the engine is still in the car.

Regards

Jap spec are generally the most powerful variants (Generally only US spec cars are lower powered)

1.6l JDM Would have left the factory with 113bhp on low octain fuel

Cheapest mod is to raise CR to 10:1 to make use of uk normal unleaded fuel.
Probably only worth a couple of HP but make it sharper and more responsive.

Beter exhaust manifold and a K&N filter so long as you keep it away from exhaust heat - not easy in the normal mx-5 as the underbonnet temps can get pretty high:0

Cheers BV:)

chrisponter 2nd January 2012 12:38 AM

Flyin Miata will supply you with pretty much everything you could ever want for an MX-5.

Forced induction is the cheapest when it comes to how much power you get for your money, and you'll be able to get a decent amount out of the engine before you have to start strengthening the internals.

Flyin Miata supply several turbos for Mk1 MX-5's and you can get superchargers from Jackson Racing, Performance 5 or use an Eaton M45 from a mini. The mini one is probably the cheapest, takes a bit of work though.

The cylinder head has room for improvement aswell.

Take a look at the UK owners club forum:

http://www.mx5oc.co.uk/forum/forums/default.aspx

PM me if you have any questions

robo 2nd January 2012 10:19 AM

I reckon leave the engine till the car is built and you have had a chance to give it a shake down. A mate with a kent engined westie did exactly that, he had a spare engine in the shed and gathered all the tuning stuff for next to nothing on a grab when its cheap basis. Got some really nice stuff for nine parts of nothing.

Bob

Big Vern 2nd January 2012 12:25 PM

Quote:

Originally Posted by chrisponter (Post 69304)
Flyin Miata will supply you with pretty much everything you could ever want for an MX-5.

Forced induction is the cheapest when it comes to how much power you get for your money, and you'll be able to get a decent amount out of the engine before you have to start strengthening the internals.

Flyin Miata supply several turbos for Mk1 MX-5's and you can get superchargers from Jackson Racing, Performance 5 or use an Eaton M45 from a mini. The mini one is probably the cheapest, takes a bit of work though.

The cylinder head has room for improvement aswell.

Take a look at the UK owners club forum:

http://www.mx5oc.co.uk/forum/forums/default.aspx

PM me if you have any questions

Basically there's loads of stuff you can do to tune up the mx-5 engine once the car isbuilt andon the road:)

BV.

MoysieWRX 2nd January 2012 03:23 PM

Quote:

Originally Posted by Big Vern (Post 69297)
Jap spec are generally the most powerful variants (Generally only US spec cars are lower powered)

1.6l JDM Would have left the factory with 113bhp on low octain fuel

Cheapest mod is to raise CR to 10:1 to make use of uk normal unleaded fuel.
Probably only worth a couple of HP but make it sharper and more responsive.

Beter exhaust manifold and a K&N filter so long as you keep it away from exhaust heat - not easy in the normal mx-5 as the underbonnet temps can get pretty high:0

Cheers BV:)

The engine has got a K+N filter just now, there is a metal shield around it to try keep the hot air away and a has a vented type headlight on the passenger side.

MoysieWRX 2nd January 2012 03:25 PM

Ok guys thanks for the advice.
As you guys suggested i think i will wait until the car is built before trying to tune the engine.

baz-r 2nd January 2012 08:42 PM

strip back all the unwanted engine manigment suff and fit megasquirt (set up right) would be the best bang for your buck.
and could be tuned to any future tweaks.

simply nothing beats the right mixture and timing every time that is the beauty of eletronics.

Big Vern 6th January 2012 09:48 PM

Quote:

Originally Posted by baz-r (Post 69342)
strip back all the unwanted engine manigment suff and fit megasquirt (set up right) would be the best bang for your buck.
and could be tuned to any future tweaks.

simply nothing beats the right mixture and timing every time that is the beauty of eletronics.

Stick with the stock system until it's on the road. The stock system will work with some mod so until you get to lairy cams you'll be ok.
To be honest I wouldn't waste time on Megasquirt. I've used it in the past, ended up costing almost as much as an omex system.:mad: Al & Bruce say its experimental. To experimental if you ask me! The msqt was unreliable, not easy to build or tune, few rolling road places will deal with it.
Car spent too much time with me trying to fix msqt faults and after two expensive recovery trips:eek: I bit the bullet and bought an omex.
The omex does what it says on the tin with no hassle. Not a single breakdown from the time it was fitted to the time I sold the car.

BV:)

MoysieWRX 8th January 2012 11:05 PM

Quote:

Originally Posted by Big Vern (Post 69497)
Stick with the stock system until it's on the road. The stock system will work with some mod so until you get to lairy cams you'll be ok.
To be honest I wouldn't waste time on Megasquirt. I've used it in the past, ended up costing almost as much as an omex system.:mad: Al & Bruce say its experimental. To experimental if you ask me! The msqt was unreliable, not easy to build or tune, few rolling road places will deal with it.
Car spent too much time with me trying to fix msqt faults and after two expensive recovery trips:eek: I bit the bullet and bought an omex.
The omex does what it says on the tin with no hassle. Not a single breakdown from the time it was fitted to the time I sold the car.

BV:)

Never had any dealings with Megasquirt/ Omex.
Probably a silly question but why should one of these be used, what are the real benefits over the stock fuel management system (am i right in saying these are just standalone fuel management systems?) Are there additional features, easier for the home mechaninc to tune/modify the engine etc.
Just trying to get a better idea of these systems. Will try to do some research on these during the week, but would appreciate if someone could give me a starter lesson :D

When you buy one, does it come pre-loaded with base maps or does this all need set-up by an engine tuner first.

Im sure all will become clear

MarkB 9th January 2012 08:53 AM

Less is more...:)

skov 9th January 2012 01:55 PM

Yeah, they're both aftermarket engine management systems intended to replace your original ECU.
The benefit is that they allow you to completely mess up, erm I mean tune, your spark and fuel :)

Unless you're going to make heavy engine mods, go forced induction, or just like to spend endless hours tapping numbers into a lap top I wouldn't bother!

Saying that, I probably will replace my OEM ECU post-IVA, but mainly because I'm a bit of a masochist and like playing around with electrickery :D

robo 10th January 2012 09:05 PM

Quote:

Originally Posted by skov (Post 69604)
Yeah, they're both aftermarket engine management systems intended to replace your original ECU.
The benefit is that they allow you to completely mess up, erm I mean tune, your spark and fuel :)

Unless you're going to make heavy engine mods, go forced induction, or just like to spend endless hours tapping numbers into a lap top I wouldn't bother!

Saying that, I probably will replace my OEM ECU post-IVA, but mainly because I'm a bit of a masochist and like playing around with electrickery :D

I have lost count of the cars I have tuned and ended up over doing it. N/A wants to be kept to a mild cam, sensible comp ratio and a well sorted ignition/fuel set up. That way it keeps the all important driveability and remains useable on pump fuel. If you want more, turbo is the only way.:D

MoysieWRX 10th January 2012 09:17 PM

Quote:

Originally Posted by robo (Post 69651)
I have lost count of the cars I have tuned and ended up over doing it. N/A wants to be kept to a mild cam, sensible comp ratio and a well sorted ignition/fuel set up. That way it keeps the all important driveability and remains useable on pump fuel. If you want more, turbo is the only way.:D

Just a thought,
My old Subaru Impreza WRX (as my avatar) had some fancy fuel management system and was pumping out around 350BHP, it had a "Dual map " setup where i could use on one setting for "Road" :rolleyes: (mild boost) use and another setting for performance :D (WILD boost) including launch control etc .

Could something like this be implemented into one of these Fuel management systems that have been mentioned.
Would probably only realy be worthwhile if the motor was turbo'd :confused: .

robo 10th January 2012 09:58 PM

Would almost be worth grabbing an engine from something else in the mx5 line up.Model
MX-5 (mk1)
MX-5 1.8i (mk2)
MX-5 1.8i (mk2 rev)
MX-5 Turbo (mk2 rev)
Year of production
1989-97
1998-2000
2000-05
2004-05
No. produced
720,407 units (mk1+mk2)
720,407 units (mk1+mk2) 720,407 units (mk1+mk2) 720,407 units (mk1+mk2)
Layout
Front-engined, Rwd
Front-engined, Rwd Front-engined, Rwd Front-engined, Rwd
L / W / H / WB (mm)
3950 / 1675 / 1230 / 2265
3945 / 1675 / 1230 / 2265 3955 / 1680 / 1235 / 2265

3965 / 1680 / 1228 / 2265
Engine
Inline-4, dohc, 4v/cyl
Inline-4, dohc, 4v/cyl, variable intake manifolds
Inline-4, dohc, 4v/cyl, VVT Inline-4, dohc, 4v/cyl, turbo
Capacity
1598 cc
1839 cc
1839 cc 1839 cc
Power
115 hp
140 hp
146 hp (160hp for Japan)
178 hp (SAE) / 172 hp (JIS)
Torque
100 lbft
119 lbft
124 lbft
166 lbft (SAE) / 154 lbft (JIS)
Gearbox
5M
6M
6M
6M
Tires
185/60HR14
195/50VR15
205/45WR16
205/40WR17
Weight
955 kg
1030 kg
1100 kg
1120 kg
Top speed
114 mph*
126 mph*
125 mph*
132 mph (est)
0-60 mph
9.1 sec*
7.8 sec*
8.2 sec*
6.7 sec**
0-100 mph
27.7 sec*
22.5 sec*
24.2 sec*
18.3 sec**

Some of the other lumps are no disgrace.

Bob


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