Loom all tidied up and it's as neat of an install I'm ever going to do. 😂

Note standard Ecu lovingly zip tied to the roll cage. (good job I didn't get rid of it!)


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Thought I'd get a little review done of the EMU Black I've just fitted to my 1zz Turbo, coming from an Apexi PFC I thought it would give a good balance and over view of how ECU's  have come on in the 20 years between the two.

So I purchased the EMU Black from RRR Engineering, with a 1zz plug and play adapter harness with the extra inputs pre wired for oil pressure and lift switch for when I go 2zz.

I also had a couple of spare inputs added for future use and a bosch IAT sensor.

A paid around a grand in total.

Now straight out of the box the ECU is nice and compact which makes for an easy mounting position on the bulk  head wall was my final position.

I downloaded the software to have a play about with it first and its all very intuitive  and easy to use.

Once I was comfortable with where everything was, I went about connecting up my harness. The EMU Black uses the original ECU to run certain items such as coolant temp gauges on the dash and a few other items.

Once plugged in, I ran a silicone hoes through the bulk head to attach to the on board MAP sensor.

After searching around online and looking at various base maps, I made the decision to build my own base map using items from the the MWR 2zz base map and adjusting to suit the 1zz turbo I'm currently running.

After watching hours of ECU Master USA youtube videos, I started my methodically working my way through the menu list.

To start with setting up my analogue inputs and making sure I had readings from all sensors.

Following this I went onto the VE table, now this was the 1st main difference from the PFC for me as the PFC didn't use VE table it used injection timing, time open and % of fuelling.

Another couple of hours watching the HP Academy videos and Tuning fork on VE tables and I was comfortable with what I had in the settings.

Next up the injector wizard tool is amazing, select the injectors you have and it does everything else for you.

After this I set m target AFR table and we went for a 1st start.......


Nothing it wouldn't "catch", after checking back through my injector settings, there are two types of Siemens deka 630cc Injectors, in my haste I'd selected the wrong ones.

After that it fired straight up and idled perfectly, no having to learn its idle  like on  PFC just perfect idle straight away.

After letting the car get up to temperature and checking the rad fan came on when it was supposed to, I turned the EGO feedback on (Fuelling correction base on the AFR reference table) and went out for a steady drive.

1st impressions where it ran nice and smoother than on the PFC.

After half an hour or some of driving round I came back and checked the fuel trims to see where we were vs target AFR table and it wasn't far off.

So literally up and running very quickly.

That's where I left it for around a week and then looked at it again tonight to get my fuelling spot on.

Now this is where it is much easier to tune, the autotune feature (which you can use with EGO on) is a fantastic piece of kit and makes getting fuelling spot on a doddle!

Simply go out for a drive, log some data. Run autotune, which enables you to compare you VE table and difference and compare your AFR and target AFR.

Highlight and copy the new VE table and paste into your fuelling VE table and boom job done.

Something like that on the PFC for me was hours of logging, checking, changing and re-changing.

Next up was pulls, fuelling was spot on and MAP sensor shows me running 14 psi of boost at peak.

Knock sensor wise, and engine protection wise there are so many protection features you can run its brilliant.

I'll start to add timing now, as currently the car still pulls hard but currently not getting very high knock readings.

The ability to be able to see fuelling and timing maps in 3d makes the smoothing of them much easier.

I've yet to fully realise its full potential but so far very, very impressed with the ease of set up and the ease of tuning.

I would list all of the features but we'd be here forever, but if your curious:

https://www.ecumaster.com/products/emu-black/


I've been running it a few weeks now and now have all the engine protection settings setup, and really enjoying using the software.

Some more playing with the Ecu and I've now got the boost controller set up.

I've so pressed the button on what my final turbo will be.

I've ended up going for a Holset HX32.

This is one of Holset factory hybrid turbo's, with a Hx35 compressor side and a HX30 turbine side with a 7cm turbine housing which should see quick spool times but also be good for 400-500hp.
 
It should be here in the next couple of days so will get some first impressions and photos up.


Quick spec below:

SPECIFICATION-
-Large alloy HX35 compressor housing (8in dia), with 4in anti-surge MWE ported inlet, and 2in (ID) v-band outlet

-7 blade HX35 compressor wheel with 52mm inducer and 76mm (same as GT3076R) exducer capapble of 50lb/min

-Oil cooled journal bearing HX30 core with 360 degree thrust bearing and heavy duty shaft

-Quick spool 7cm HX32 turbine housing with a T28 inlet flange, 2.5in v-band outlet, and internal wastegate

-High flow 65mm HX30 turbine wheel with quick spool 52mm exducer (GTX2871R is far smaller- 54mm/47mm)

So turbo has arrived and a quick mock up and it's big!

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Looks awesome good work 😀

Soooooo....big brake kits.

Spotted some adaptors on eBay to run Brembo calipers and 305mm discs.


So snapped these bad boys up for a rebuild over winter.

Alfa Romeo 4 Pot Brembo.

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So great day at Blyton yesterday car was absolutely flying, with quite a few people coming over to check what had been done to it after it came back in. It's great to chat to people about cars and general tuning talk
Logged two full sessions on the EMU Black to keep an eye on things.

IAT, stayed mid 40's for the duration, but did get heat soak up to 31°c whilst in paddock. With an ambient of around 12°c.

So may look at some additional protection for the charge cooler over winter.

I do have a larger radiator to fit in the meantime.

1st session out only lasted ten minutes though, before being red flagged. I was two cars behind a fiat 500 that shot a rod through the block and dumped a load of oil through Port Froid. I was far enough away not to see it happen, so went flat through the corner......😜

Ended up in a high speed spin 80+mph, going off backwards over all the concrete and knackered potholes.

Track was shut for a good 20 minutes whilst it was cleared.

Also my lack of maintenance and just sending it caught up with me towards the end of the last session.

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Both rear discs cracked, and pads down to nothing 🤣

Cheered myself up when I got home by getting the turbo clocked and properly mounted into it new home and ordered all the v band adapters required.

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Decided to switch things up a bit.

Now going straight to running the HX32, instead of using my TD04.

So got some ordering done last night.

1. Selection of 3" mild pipes to make up my exhaust.
2. A larger 76mm charge cooler
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3. A selection of V bands for making the down pipe and lambda bung.
4.v band compressor adapter and silicone reducer elbow.
5. Oil drain fittings
6. Reflective hold heat management tape.
 
And a few others bits.

So tonight I've been in the garage and swapped over my adjustable mamba actuator, I've gone for my 7 psi spring 1st to tune to waste gate pressure.

My engine crane is now back at home so I'm going to maybe make a start on dropping the 1zz this weekend.

Ordered a few more bits for the rebuild this weekend.

Fresh set of 2zz coil packs, turbo heat blanket, full set of silicone hoses in black, new lotus Elise series 2 rear diffuser and new rear crash bar.

Made a start on the strip down this afternoon.

Got the diffuser removed and the engine under tray/flat bottom.

Gave the Brembo calipers a quick clean up ready for paint.

Looking to get all the fluids dropped tomorrow, ready for dropping the engine next weekend.

Made a start this morning stripping down a few bits, essentially getting a head start for dropping the engine next weekend.

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Managed to grab another hour or so on the car tonight.

All fluids dropped.

Loom pulled through the bulk head, disconnected from fuse/relay box.

Gear cables disconnected.

Oil pressure and temp sensors removed.

Turbo and manifold removed.

Battery removed.

Water hoses disconnected.


Noticed that once the turbo and manifold was off it looks like my exuberance off running 14 psi through it was starting to take its toll on the engine, you can see quite a bad oil weep from the head gasket.

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My new diffuser arrived today as well, series 2 Elise but extended by 25mm.

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So it's just about ready to drop now.

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I'll pop the drive shafts out tomorrow hopefully.

I don't think I'm going to do the swap in one day, I'm going to give the engine bay and subframe a bit love 1st, and potentially remove the diagonal supports which will give me more room for activities in the engine bay.

Cross section at the rear removed just drilled out the spots welds.

Testing new charge cooler places, it's just too big to sit above the gearbox.

Also got busy with the reflective heat tape 😁

But having it somewhere like this would make sense and give me more space for catch cans and swirl pots.

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Front and rear motor mounts unbolted now too.

Managed to get most of Saturday morning on the car.

Working in a cramped garage space was a bit of a ball ache. But got the engine on my tod.

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After that I got the car pulled out of the garage with th daily.

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Then I started pulling all the peices together inside and left it there for the day.

Around came Sunday and I spent the morning swapping the sump over.

Got my ID1050x injectors fitted onto my radium fuel rail.

Then swapped over oil cooler, got the oil feed line in for the turbo, sapped a few of the water hoses for silicone ones and left it at that.

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Had a few issues over the last two days, managed to snap the bottom hose joiner of the coolant expansion tank whilst fitting a new hose and couldn't get the AC pipes off, so ended up cutting through them and ordering a new pump and lines.(yes I'm keeping the AC)

Gearbox is now back on the engine and pretty much ready to drop back in.

I've ordered a few more AN12 fittings for the oil drain as the 2nd hand ones I'd bought had been butchered with mole grips or similar.



Oh I also remembered to swap the polarity of the TPS sensor before it was too late and it was back in the bay!

Quote from: Gaz2405 on December  2, 2021, 21:57Cross section at the rear removed just drilled out the spots welds.

Testing new charge cooler places, it's just too big to sit above the gearbox.

Also got busy with the reflective heat tape 😁

But having it somewhere like this would make sense and give me more space for catch cans and swirl pots.

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Front and rear motor mounts unbolted now too.

I relocated my battery and put my charger cooler there.

Quote from: 1979scotte on December  5, 2021, 21:46

Quote from: Gaz2405 on December  2, 2021, 21:57Cross section at the rear removed just drilled out the spots welds.

Testing new charge cooler places, it's just too big to sit above the gearbox.

Also got busy with the reflective heat tape 😁

But having it somewhere like this would make sense and give me more space for catch cans and swirl pots.

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Front and rear motor mounts unbolted now too.

I relocated my battery and put my charger cooler there.

Yep think I'll end up with it there, just need to make sure the boost pipes squeeze under the cross member/Boot latch.

Had some boost pipes delivered today so had a play about.

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Coming along nicely    

Keep the pictures coming of the build you're building a weapon of a track car

Well she's in! Sort of, only on 3 mounts as I buggered the thread on timing chain side one.

Had to do some slight clearance on the subframe for the turbo to fit.

Ignore the down pipe, it's getting cut up to be used as a temporary solution to get me to the exhaust shop.

Still all the hoses to connect and transfer the battery to the frunk.

Stupidly I forgot to put the starter motor on before a sling the engine in, so now I'll have to do it from underneath!

A few bits and bobs still to come in the post, so don't think it will be running until next weekend or so.

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So things were going really well until I've just realised I've left the crank position sensor unplugged from the main loom...... And it's a proper pain in the arse to get in to it without dropping the engine again.

So plan is, I have 2 spare engine looms, I'll be making an extension loom and not running it behind the AC compressor.

F'sake!

Thats a bummer.
Slow and steady mate.

Quote from: 1979scotte on December 11, 2021, 15:40Thats a bummer.
Slow and steady mate.

I know.

Thing is,if you rush it you forget stuff and if you take it too slow and steady and forget stuff too...

I need to find the nice middle ground.

I'm going to try getting the car on ramps at the rear, then try to manoeuvre the engine with the engine crane so there's enough room.

Failing that, I'll drop it out.

There's only gear linkages, water pipes, clutch and fuel line to remove.

Quote from: Gaz2405 on December 11, 2021, 16:15

Quote from: 1979scotte on December 11, 2021, 15:40Thats a bummer.
Slow and steady mate.

I know.

Thing is,if you rush it you forget stuff and if you take it too slow and steady and forget stuff too...

I need to find the nice middle ground.

I'm going to try getting the car on ramps at the rear, then try to manoeuvre the engine with the engine crane so there's enough room.

Failing that, I'll drop it out.

There's only gear linkages, water pipes, clutch and fuel line to remove.

Only! 😆

Car god's must have been shining on me tonight.

Decided to have a steady hour or so on the car as it was back in the garage in ramps to everything was relatively easy to get to

Made a start by removing the turbo and manifold, disconnected the gear selector cables, undid the two rear hoses and removed the clutch bolts.

All this was in preparation for dropping the engine to get to the CPS plug.

However, whilst I was under there I had a stretch up behind to give it one last go at th CPS plug, I removed the thermostat hose to give me a bit more room, made sure I pulled all the slack out of all the cables and went for it.

"Hang on looks like this might be doable"

I said to myself.

Another quick check to reaffirm which way round the connector needed to go and I went for for it, managed to get both plugs I'm the same hand and slowly managed to bring them together.

Boom!

I may have let out several swear words in utter joy!

No engine out job!

That'll do for tonight I'll put back all the stuff I removed in preparation tomorrow.

Quote from: Gaz2405 on December 13, 2021, 20:31Car god's must have been shining on me tonight.

Decided to have a steady hour or so on the car as it was back in the garage in ramps to everything was relatively easy to get to

Made a start by removing the turbo and manifold, disconnected the gear selector cables, undid the two rear hoses and removed the clutch bolts.

All this was in preparation for dropping the engine to get to the CPS plug.

However, whilst I was under there I had a stretch up behind to give it one last go at th CPS plug, I removed the thermostat hose to give me a bit more room, made sure I pulled all the slack out of all the cables and went for it.

"Hang on looks like this might be doable"

I said to myself.

Another quick check to reaffirm which way round the connector needed to go and I went for for it, managed to get both plugs I'm the same hand and slowly managed to bring them together.

Boom!

I may have let a out a slight, several swear words in utter joy!

No engine out job!

That'll do for tonight I'll put back all the stuff I removed in preparation tomorrow.

That particular connection has to have been an afterthought, everytime I put the loom back on I contemplate extending the wires but know I'll make a pig's ear of it and end up in more trouble.

It's like the mk3 equivalent of the mk2 hose from Hell...