Rough day of autocross testing of new coilovers today, sometimes two steps forward and one setup back! Today the first valving choice on FEAL coilovers had us understeering into turns and oversteering out of the turns, the worst combo. The new power felt FANTASTIC...but we could not use it today.
We will send these back to FEAL and keep working with them on it until it gets right. In the meantime, for next event will look forward to having our OHLINS back in our Race ND, they were magic at the last few events. To push the test envelope on the Ohlins will likely test the upper limit of rates they can control with current valving, thinking 11/6 or 12/6. Stay tuned!
PROJECT ND: Parts Development, Testing, Measurements, DYNO
Re: ND Development, Testing, Measurements Thread...
Brian Goodwin
Good-Win Racing
www.good-win-racing.com
Good-Win Racing
www.good-win-racing.com
Re: ND Development, Testing, Measurements Thread...
Stock ND Mazda Header.
Factory Service Manual Page for Removal of Stock Header
Brian Goodwin
Good-Win Racing
www.good-win-racing.com
Good-Win Racing
www.good-win-racing.com
Re: ND Development, Testing, Measurements Thread...
Gee, that's a big difference in rates front to rear. Sure you don't want to try an 11/8 or is this just to check the valving on the fronts? Looking forward to hearing how the Ohlins do. I assume this is the race valving you're working on, not the street valving.Brian wrote:Rough day of autocross testing of new coilovers today, sometimes two steps forward and one setup back! Today the first valving choice on FEAL coilovers had us understeering into turns and oversteering out of the turns, the worst combo. The new power felt FANTASTIC...but we could not use it today.
We will send these back to FEAL and keep working with them on it until it gets right. In the meantime, for next event will look forward to having our OHLINS back in our Race ND, they were magic at the last few events. To push the test envelope on the Ohlins will likely test the upper limit of rates they can control with current valving, thinking 11/6 or 12/6. Stay tuned!
Thanks!
Re: ND Development, Testing, Measurements Thread...
That's the similar sort of front to rear split the Global Cup Cars are using, so we want to try it.
Brian Goodwin
Good-Win Racing
www.good-win-racing.com
Good-Win Racing
www.good-win-racing.com
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Re: ND Development, Testing, Measurements Thread...
More ND Progress Sway Bars have arrived!
Re: ND Development, Testing, Measurements Thread...
This doesn't look to be as awful an engineering job as the NC OEM header, do you agree?Brian wrote:Stock ND Mazda Header.
Re: ND Development, Testing, Measurements Thread...
YES, a few pages I back I wrote that indeed the ND header is MANY times better than the NC header. The NC header had primaries about half as long as we see here and pinched severely at entry to the converter, whereas here with ND they got some length and they use oval section tube to smooth transition into the cat. In many ways what they did on ND looks more like our Street header for NC, pictured below with converter pushed about as far down to lower flange as possible to keep some decent primary length. For these reasons, we don't see much point in us doing a catted street header for ND like we did for NC, will just do our Max Power header without cat.dmicah wrote:This doesn't look to be as awful an engineering job as the NC OEM header, do you agree?Brian wrote:Stock ND Mazda Header.
Brian Goodwin
Good-Win Racing
www.good-win-racing.com
Good-Win Racing
www.good-win-racing.com
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Re: ND Development, Testing, Measurements Thread...
Those with a keen eye have asked about the brackets shown included with the ND Progress sway bar combo.
The ND's front sway bar bracket is sufficiently strong to handle the additional loads of the stiffer Progress sway bar. However, the ND's rear sway bar mounts are a different story. Much like the NA/NB's front sway bar mounts which hovered over the frame rail and so often ripped when you put stiffer sway bars on the car, the ND's rear sway bar bracket hovers off the rear subframe with a thin steel mount that is unsupported on one side.
Included with the Progress rear sway bar is an additional bracket that boxes in this area and reinforces that weak design.
Here are two photos of the factory rear sway bar mount with the sway bar dropped out of the way for a better view. Notice that the mount is entirely unsupported on the outer side:
Here with the additional Progress bracket attached and the sway bar reinstalled, you can easily see how the additional brace creates a box for far more strength:
The ND's front sway bar bracket is sufficiently strong to handle the additional loads of the stiffer Progress sway bar. However, the ND's rear sway bar mounts are a different story. Much like the NA/NB's front sway bar mounts which hovered over the frame rail and so often ripped when you put stiffer sway bars on the car, the ND's rear sway bar bracket hovers off the rear subframe with a thin steel mount that is unsupported on one side.
Included with the Progress rear sway bar is an additional bracket that boxes in this area and reinforces that weak design.
Here are two photos of the factory rear sway bar mount with the sway bar dropped out of the way for a better view. Notice that the mount is entirely unsupported on the outer side:
Here with the additional Progress bracket attached and the sway bar reinstalled, you can easily see how the additional brace creates a box for far more strength:
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Re: ND Development, Testing, Measurements Thread...
ND with Automatic transmission fitment notes for the RoadsterSport midpipe and muffler install.
Much like the NC, there is a little bit of trimming to be done with the auto for the midpipe to clear. In this case, it is just one small tab on a heat shield on the transmission. Here you can see the midpipe almost contacting that shield at one point:
View of that shield with the midpipe out of the way, and the spot where they contact circled in red:
That shield unbolts from the transmission and this flap gets cut off:
Much like the NC, there is a little bit of trimming to be done with the auto for the midpipe to clear. In this case, it is just one small tab on a heat shield on the transmission. Here you can see the midpipe almost contacting that shield at one point:
View of that shield with the midpipe out of the way, and the spot where they contact circled in red:
That shield unbolts from the transmission and this flap gets cut off:
Re: ND Development, Testing, Measurements Thread...
Before and after numbers for our flowed skyactiv 2.0 head.
Big gains in flow, over 40% in some areas.
How that translates on the car we won't know for a few weeks.
In the meantime more dyno work with headers before we get to installing the head, hopefully in June or July.
Interesting comparison, below is our Project Blue with 2.5 and here are the numbers on the flowed NC 2.5 MZR head.
Later edit to this post, eventually tested this highflow head with Edelbrock supercharger...gains significant at the top end. Don't want to give away the exact numbers, but enough to keep us working and experimenting with the highflow heads.
Big gains in flow, over 40% in some areas.
How that translates on the car we won't know for a few weeks.
In the meantime more dyno work with headers before we get to installing the head, hopefully in June or July.
Interesting comparison, below is our Project Blue with 2.5 and here are the numbers on the flowed NC 2.5 MZR head.
Later edit to this post, eventually tested this highflow head with Edelbrock supercharger...gains significant at the top end. Don't want to give away the exact numbers, but enough to keep us working and experimenting with the highflow heads.
Brian Goodwin
Good-Win Racing
www.good-win-racing.com
Good-Win Racing
www.good-win-racing.com