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2nd Generation Specific / Re: Turbo vacuum routing - is this right?
« Last post by fidelity101 on June 27, 2017, 04:43:17 PM »
So I hook up the line from the nipple on the outlet on the compressor directly to the wastegate and then done?

What about the boost control?

I don't have any T's in my system right now and I don't plan to add any. I think my prior vac leak/poor idle was because I had the nipple on the compressor hooked up to the switching solenoid then the outlet of that to the check valve directly to the port behind the throttle plates...


Do I just put a plug on this port circled in yellow and call it a day? (s5 turbo on s4 engine)

because this line goes right from the wastegate to the compressor housing. Do I need to mess with the switching actuator anymore for the s4 twin scroll? I know the s5 has electronic boost control solenoid so I'm at a loss on how to plumb this.
2nd Generation Specific / Re: Turbo vacuum routing - is this right?
« Last post by toplessFC3Sman on June 27, 2017, 04:11:50 PM »
All the wastegate needs to see is a MAP signal with boost, so it doesn't really matter which one it looks at. If you use a nipple right at the compressor housing, this will provide good responsiveness for boost control, and will be slightly more conservative since the pressure will be highest before flow losses and density changes going through the intercooler.

BOV should be on a nipple that is connected to the intake after the throttle plates, so that it sees vacuum and boost. Whether the nipple shown is connected there or not, I don't really know. I'd avoid T'ing too many things off of individual nipples, since each of these things is a small leak and can throw off the signal for other things on the same nipple. This is especially true for the MAP sensor - it should have it's own dedicated nipple that sees boost and vacuum. I don't know which is usually used for this on the S5's.
2nd Generation Specific / Re: Turbo vacuum routing - is this right?
« Last post by fidelity101 on June 27, 2017, 03:43:23 PM »
yes they are. I have made my own weatherpack connector for the TPS so I can use the narrowband for the S4 ECU.

after some researching I am missing the wastegate or boost control system.

the omp/airbleeds I got right and I'm not using the OMP because I premix on this engine.
the brake booster I have a port on the LIM that goes to the rear runner but that is hooked up to a tube along the firewall to the checkvalve before the booster.

I don't have a PCV system on the car, the evap canister is plumbed directly to the port on the bottom of the oil filler neck.

Its an s5 turbo, s5 turbo manifold and s5 turbo intake manifold, s5 turbo throttle body spacer and throttle body but using s4 electronics with the rats nest and ACV removed.

then with that the BOV i have hooked up is correct or do I need to T this into the MAP line?

I'm just confused on the boost solenoid then for the wastegate.
Other Car Projects (Non-Rotary) / Re: The rest of the fleet...
« Last post by toplessFC3Sman on June 27, 2017, 12:18:09 PM »
Looks like the last two sessions of the day, with the replacement parts-store brand brake pads, ultimately did in my driver's side caliper piston. I went in yesterday to replace the rotors and pads, and found that the caliper piston had just kind-of crumbled (at least the outward face). It still is holding fluid pressure, but the boot is torn and the front face is, well...


Replacing the brakes on Bessie (the manual Mazda5) was also a bit of a bear. The old front rotors were pretty worn and eating through brake pads, and the rear pads were marginal. Replacing the rears went fine, with the only WTF moment being that someone had previously used the wrong bushing for one of the two sliding pins on each rear caliper, which not only bound up very badly but didn't really fit in the hole in the caliper, allowing the inner bore within the caliper to corrode very badly (pinching the pin even more). It took a little while to clean these up, and fortunately the bushings are the same part as on the Saab so I already had a few spares. Oddly enough, the 5 & the Saab also use the same rear brake pads, but the rest of the caliper casting looks different.

Moving on to the fronts, I just could not get one of the rotors off of the hub. It was rusted so solidly that there wasn't even any play to try to work it off or get penetrating fluid in there. Ultimately, this happened...

I was careful not to damage the hub much or lug studs at all, but had to hack the rotor itself apart to get it off. The other front rotor popped off easily, since some kind gentleman of a mechanic put antiseize on the hub before installing the rotor. Who-ever you are, thank you!
2nd Generation Specific / Re: Turbo vacuum routing - is this right?
« Last post by toplessFC3Sman on June 27, 2017, 11:46:33 AM »
The throttle body and spacer between it and the manifold are also S5?

I ended up ignoring most of the online vacuum layouts since there were at least 3 different types of manifold and throttle body, and the connections in some cases depended on which combo you used. What is important is whether the vacuum source is taken from before the throttle plates, right at them, or after them. Before the throttle plates will see boost but not vacuum (which I think the OMP and injector air bleeds require IIRC), the BOV should be after the throttle plate so it will see vacuum when the throttle closes, as should the brake booster. I need to look up the routing that I settled on for the connections for the PCV system, as that one took a few iterations to get right and I don't remember the specifics right now.
2nd Generation Specific / Turbo vacuum routing - is this right?
« Last post by fidelity101 on June 27, 2017, 10:53:28 AM »
I believe that I have a JDM UIM but this is how I have the setup currently, is this correct?

Its an S4 car with S4 electronics (my 10AE) rats nest/emissions removed (still running BAC) running a S5 turbo & S5 intake/exhaust manifolds. Do I still need that switching solenoid? is that only applicable to the s4?

I feel like I am missing something...
Parts for Sale/Wanted / What's New at RockAuto?
« Last post by RockAuto on June 26, 2017, 04:14:37 PM »
At You are not allowed to view links. Register or Login, the selection of parts grows steadily while prices remain reliably low! Visit You are not allowed to view links. Register or Login now to see all the parts we currently have for both your classic and daily driver.

Just Some of What is New in 2017!

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  •     Southern Truck Lift Kits, Lights and Accessories
  •     APEX Gaskets
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RX-8 Generation Specific / Re: Sputtering and loss of power when hot...
« Last post by murz on June 26, 2017, 10:05:19 AM »
Let me know how the high-torque starter works for you, interested in those. Glad you got the transmission working now.
RX-8 Generation Specific / Re: Sputtering and loss of power when hot...
« Last post by Mark.c0000 on June 26, 2017, 06:05:20 AM »
Brought the last trans back and got it swapped out with another one with about 40k on it. Driving and shifting fine now. My wife broke the hot lug off my starter setting me back about another $100 but it was a good excuse to swap to a 07 high torque starter. Just need to re-align the front tires and find another good rim to replace the bent one now.
Rx-7's for Sale/Wanted / 1984 GSL-SE
« Last post by gzfqy6 on June 20, 2017, 04:31:32 PM »
link has details, photo & video.

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