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Old 08-01-2014, 04:40 PM   #61
ghetto3
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Ugghh, deadline is looming. Blueslip time is in march and i need to get it up and running before then.
I can squeeze it through an normal rego check but a blueslip? Somehow i think itbs/adaptronic/BCs/fujitsubo wouldn't pass muster. A new school year is looming and being a single dad means my time/money etc is prioritized in other areas.

Love a challenge though.
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Old 08-01-2014, 05:43 PM   #62
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Stock exhaust, a big bit of alloy over the itbs and raise it up with standard wheels... It's a custom intake ��
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Old 09-01-2014, 02:23 AM   #63
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On the cmp/ckp cam/crank angle sensor thing, rather than dump in mad matts build log:
1994/97 mx5s used an exhuast cam mounted sensor, 95 onwards in conjuction with an actual crank sensor.
I'd assume the 95+ crank sensor and drive plate setup would be a simple bolt up affair however the earlier 94 sensor would be KISS compatible and cheaper to boot.
The same cmp sensor is used from 94 to 97.

I opened up my s3 ba dizzy and it consists of a four bladed plate sweeping through a magnetic switch. AGT member assanga has a decent set of pics of a stripped down dizzy showing this in his build log.
It looks more cumbersome to modify this to work and it would involve leaving the heavy original coil in situ.
Im now again on the hunt for the 94/97 cmp sensor but still weighing up the benifits of using this alone or combined with the 95 onwards "ckp" (crankshaft position sensor). It is all well and truly confusing as mazda used different terminoligies to describe/label these sensors.
Once i do locate the afformentioned sensor, i then have to strain my brain further to
figure out how to wire it up to cops and the 440 select.

Also why would there be a need for a crank and cam angle sensor on non vvt models.
Wouldn't the crank mounted sensor be enough for the ecu to deduce where exactly to fire the coils?

Last edited by ghetto3; 09-01-2014 at 02:38 AM.
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Old 09-01-2014, 09:54 AM   #64
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Originally Posted by ghetto3 View Post
On the cmp/ckp cam/crank angle sensor thing, rather than dump in mad matts build log:
1994/97 mx5s used an exhuast cam mounted sensor, 95 onwards in conjuction with an actual crank sensor.
I'd assume the 95+ crank sensor and drive plate setup would be a simple bolt up affair however the earlier 94 sensor would be KISS compatible and cheaper to boot.
The same cmp sensor is used from 94 to 97.

I opened up my s3 ba dizzy and it consists of a four bladed plate sweeping through a magnetic switch. AGT member assanga has a decent set of pics of a stripped down dizzy showing this in his build log.
It looks more cumbersome to modify this to work and it would involve leaving the heavy original coil in situ.
Im now again on the hunt for the 94/97 cmp sensor but still weighing up the benifits of using this alone or combined with the 95 onwards "ckp" (crankshaft position sensor). It is all well and truly confusing as mazda used different terminoligies to describe/label these sensors.
Once i do locate the afformentioned sensor, i then have to strain my brain further to
figure out how to wire it up to cops and the 440 select.

Also why would there be a need for a crank and cam angle sensor on non vvt models.
Wouldn't the crank mounted sensor be enough for the ecu to deduce where exactly to fire the coils?
Why do you think the wiring for the cops and 440 need to change?

Resolution, faster starting, better injector control, maybe that they used sequential instead of batch, better timing control etc etc.
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Old 09-01-2014, 10:57 AM   #65
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The 94-97 MX5 CAS and 94-98 323 CAS emmit the same signal/pulse.
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Old 09-01-2014, 12:23 PM   #66
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Im confused as to why i'd need a cm mounted sensor and a crank mounted sensor. I know wiring to cops.and 440 wouldnt change but am concluding if there is a cam thingy amd a crank thingy doing basically the same thing then id need to wire them both. The writeup on mt.net only shows wiring for mx5s where mine is starting from scratch.
You guys can tell im hellaconfused right?

I can see three possible/probable options:

1- use original bulky modified dizzy.
2- use cmp sensor and ckp sensor as per some mx5s without a clue as to why i'd need both if crank/cam relationship never changes.
3- use just the crank mounted trigger setup alone.

Im alright (i think) on the cops/440 wire in, its the difference between these three options that the wiring gets cloudy.
Miataturbo.net has a number of wiring diagrams relating to the mx5s original loom and i need to do some hard thinking to work it out. Perhaps not a 3am in the morning though! Thanks guys for your imput.
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Old 09-01-2014, 08:49 PM   #67
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Working out position of wideband sensor. Theres a bung on the header but its located in a secondry pipe and reads from only two cylinders, mounting here would give an average reading across all cylinders?
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Old 11-01-2014, 02:22 PM   #68
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Installing hard line adaptor on fuel line today. In the last pic. you can see the hardline adaptor on the fuel return line and the plugged fuel feed waiting for its' turn.
I finally acquired the correct type of valve spring compressor making light work of assembling the head.
I'm trying hard not to hit ' buy it now' on a set of supertech springs and retainers but, in a moment of weakness, ordered a kick*ss flywheel instead of getting the standard one machined. Response on this thing will be scary.
Also picked up new BAP1 driveshafts which are identical to the lazerlynx items i already have.
On the crank angle sensor thing i'm ordering up a 36/1 trigger wheel and sensor and kissing goodbye to dizzy for good. No love lost there!

Gave the valves a finish lapping with fine grit lapping compound but something is stopping me from completing the head et al. Que bad angel in my ear 'supertech, 8000rpms man'.
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Old 14-01-2014, 06:36 PM   #69
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Working on head reassembly tonight which, really involves checking, rechecking everything is where it is supposed to be. Stalled due to neighbourhood ettiquette stopping me from firing up compressor to blow out any cat hair and the like which may have found its way in there.
Lots of solvent smells and going through labelled zip lock bags to find bolts, head dowels and stuff.
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Old 21-01-2014, 12:24 AM   #70
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Preparing to get block and box installed, got the standard flywheel machined down to 7kg and balanced along with pressure plate which will suffice for now until the 4kg chromoly flywheel shows up.
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Old 23-01-2014, 06:25 PM   #71
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So i'm about to swing engine block/gearbox into the bay and i decide, for whatever reason, to clean out the head bolt threads with a tap and while doing so, dropped the tap down an oil gallery.

Off with the sump.
Retrieve tap.
Lots of gasket sealant.
Done.

Will not make that mistake again.
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Old 28-01-2014, 08:35 AM   #72
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Got the engine block in there, and slotted the driveshafts in too. Pulled an all nighter and now the head is ready to install as well.
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Old 28-01-2014, 09:12 AM   #73
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lookin good man just need to get the drivers side engine mount bracket on to hold up the block for u while u put the head on
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Old 28-01-2014, 11:44 AM   #74
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lookin good man just need to get the drivers side engine mount bracket on to hold up the block for u while u put the head on
the drivers side mount attached to the head matt.
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Old 28-01-2014, 11:56 AM   #75
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the drivers side mount attached to the head matt.
Really hmmm i dont think so man.. It bolts to the top of the bloc ;-) see the three holes here

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Old 28-01-2014, 12:20 PM   #76
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Yep true! The mounts presently attached to the tree outside after a lick of paint...but it does attatch to block and head.
The blue jack under the block is supporting the weight at the mo'.
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Old 01-02-2014, 12:58 PM   #77
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Its been fun playing with aeroflow fittings, not so much with the wire in.
I've started with the easy stuff, tps, injectors, and am moving onto the coils.
Wishing for a decent camera, suffer my poor quality phone shots!
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Old 01-02-2014, 01:04 PM   #78
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lol is that a kia valve cover?
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Old 01-02-2014, 01:05 PM   #79
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What's with the Ford cam cover
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Old 01-02-2014, 01:08 PM   #80
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ITB's mmmm

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