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Owned by : Matt (Hitman)
Updated : 3rd June, 2005

Thank You
A big "THANK YOU" goes out to everyone listed here for either helping out with the car, or helping me get ahold of parts for it.  Without this help it would be alot longer before the car would run, or maybe not run at all.

Maroun, my bro-in-law - for the many late nights at his RMK Automotive workshop
Peter from SimplyMaz - for taking on the task of assembling this custom block with total care and honesty.
Dan "Yes there!" Orsini - for his time helping mount the motor the first time around
Nathan Clark from Haltech - for the immaculate wiring and late nights.
The many others who lent a hand - Justin, John,....
 

The RX-7 Diary
I am now keeping a log of all changes done to the car , so you can see how much work and time goes into doing a project like this.

22-06-99 : I have been experiencing a problem with fluctuating fuel pressure for the past month or so.  I pulled apart the Malpassi Fuel Pressure Regulator and found nothing wrong , put it back together , upped the pressure to 62psi static , and the car is running fine now after a few minor ECU changes to suit the pressure. Don't you hate these little gremlins...   :-)
23-06-99 : Had a small split inside one of the stainless braided water lines for the turbo.  I managed to get my big clumsy hands down to it and pull it off , repair and replace.     Went for a drive to test a few things out , but with wet spots on the road from the rain it was a bit dangerous to do any real testing.
24-06-99 : I will be doing some lambda probe testing on the engine tonight to fine tune the changes caused by the fuel pressure difference. It is running a little rich at the moment which at least will not do any harm.
1-7-99 : Finally have the new turbo that will unleash some of the power potential of this engine.
17-7-99 : Due to a split sump and loss of all the engine oil , the triple rotor seized a bearing onto the crankshaft.  The engine is now out   (Pics and story HERE ) , and repairs are being undertaken.
4-8-99 : The engine was stripped down today by Bill Nabhan at Mazsport.  A seized and spun front stationary gear bearing is the culprit , with the rest of the engine looking like new. Lucky....
20-8-99 : I decided to get all the engine parts either polished or chromed while it is apart. You name it , it is being cleaned up. It should be a couple of months , I guess , before it is all back in the car and running again.
16-9-99 : It has been a while since I did an update , so here it is.  I got all the engine parts polished and chromed where I could. I am looking to have the engine re-assembled ASAP nd get it all back on the road.   Check out the UPDATES page to see a few pics of the work. Mind you it is not all of the parts I had done. Just about everything in the engine bay that could be pulled off has been cleaned up.
25-9-99 : The engine parts were all dropped off down at Mazsport for professional reassembly. Work continues on moving some of the wiring in the engine bay to the inner guards. Maybe a few weeks and it will be back on the road.
6-10-99 : The loom is now hidden to stop the turbo burning it , just a few wires left to hook up.  Also I am organising a better ignitor module setup for the next time the engine is running, that will draw less current and hopefully give a stronger spark. Also far less wires and much neater appearance.
18-11-99 : I am waiting for a new rotor that was required in my engine to be balanced and machined for the larger 3mm apex seals. As soon as it is done I will have the engine back in the car.
8-2-2000 : The rotor has arrived and I expect to see the engine back in the car by the end of the week.  I also have my custom E6K computer sitting here ready to go.
2-3-2000 : At the moment it appears that the crankshaft may be twisted slightly.  We are still looking into it.
7-6-2000 :  I do need another crankshaft. They are not cheap so it might take a little while to get the money to spend on my toy.
27-10-2000 : Sending the crank to Jeff Bruce to see about either repairing it or getting a new one made.
20-2-2001  : Bought a new centreplate due to the old unit being a little worse for wear. Still haven't sent the crankshaft to Precision Engineering yet but should do very soon.  You know how it goes, busy all the time tuning cars.
12-7-2001  : Finally, I have the crank repaired and all the parts I need are back in my hands.  My 2 years of slackness is at an end.  Now I just have to get the whole lot put together and then back in the car.  I still need to find a clutch that will hold up.
9-2-2002  :  The motor is back !!!    I have pics but I will wait until it is in before posting them here.
11-2-2002   : Water found in rear rotor.  The motor is coming back out to inspect what is causing it.  Alot of the parts I had chromed or pollished have tarnished and now is a good time to redo them.
13-2-2002   : The motor is out again and off to be checked over.  Hopefully it is something minor and it will be back in the car soon.
16-8-2002  : I just picked up the front struts after dropping them off to Enforcer Engineering.  I had them modified with adjustable height platforms and 400 lb springs.  They may be a little stiff, but we will find out soon.
16-8-2002  : Dropped off a brand new centreplate that I had modified by Precision Engineering to hold a stationary gear at Simply Maz.   I had this new plate done because I have decided to go to smaller ports timing, but still have the port tunnels enlarged a little.  This is because the engine already has enough power but I would like it to purr like a standard engine at idle, and maybe even add a little more bottom-end response.  Peter at Simply Maz will be building the new motor over the next week or two.
30-9-2002  : Yay !   I picked up the freshly built motor from Simply Maz.   After an epic battle of preparing parts and fixing things that should have been fixed in the first place, it is now all together and looking good.
1-10-2002  : I spent the morning mounting the clutch and gearbox to the motor.  The gearbox needs to be attached to the motor before everything is dropped into the car.  This is because of how close the rear plate sits to the firewall, and it would be impossible to do up the bolts for the bellhousing.  This in turn also shows that the motor needs to come out if I need to replace a gearbox or clutch.  I am not looking forward to pulling it out ever again.  Tonight the motor and box will be mounted in along with the tailshaft and starter motor.  I will be taking lots of photos and even AVI videos of the install.
3-10-2002  : The motor is back is the car but still needs all the extras bolted on before I can start it.  So far the intake, alternator and CAS are on.
18-10-2002  : The new exhaust manifold to fit the large TA45 turbo is now complete and ready to mount on the engine. It is going on tomorrow along with the adaption of the old exhaust downpipe, some new oil feed and return lines, and the connection of the wastegate.  The downpipe is being modified because the old turbo had a 3" outlet whereas the new unit has a 3.5" outlet which is the same as the rest of the exhaust. The old downpipe went from 3" to 3.5" in the first half meter, so we need to cut it out and make 3.5" pipe all the way.  The wastegate is being left open to atmosphere for the time being, but it will be returned to the exhaust in the very near future.  Also there are now pictures online of the motor in the car.  123   More details after the weekend.
30-10-2002  : Well,  we finally drove the car home.   It needs some time spent tuning it, and definitely needs a bigger radiator to cope wit hthe summer heat.   Now everything is assembled and running I can take some updated photos, so keep an eye out.  The new front suspension feels alot better on the road, with an excellent ride quality yet retains fantastic grip and very low body roll. I have a larger sway bar to put on when I get a chance, and I may experiment with putting the original rear bar back on to match the stiffer front.   The E6K I had laying around is running the car but it did cause some minor dramas. I had a beta firmware version installed on it which caused the ECU to crash everytime the rpm got above 500. Talk about a headache to find.  I put an older version back on it and everything is running fine.
5-4-2003  : The first update in a while.   Having been overseas for 2 months around xmas time, nothing much was done to the car.  Yesterday I put in the custom made Enforcer Engineering aluminium raditor and the twin 12" thermo fans I have selected to use.   With no room for an engine fan (my preferred choice) I had a choice of a single 16" or a pair of 12".  With the 12" fans completely covering the width of the core, and offering slightly more surface area but with less depth, I went with them.  They fit in very nicely and I hope they will do the job of keeping it cool.
6-4-2003  : The same time I had the raditor made, I also had the lower intake manifold modified by Enforcer Engineering to mount 3 injectors so they spray directly into the ports.   This was done to improve start-up, idle quality, and engine response. I had to mount the injectors in this manifold because the centreplates that have been used do not have the normal OEM injector mounts.  So 3 fabricated steel mounts were welded in and a custom alloy fuel rail was made. I only need to grab a bunch of screw-in fittings and fuel line tomorrow and the car is back on th road and will go through the usual tuning process.
10-4-2003  : FINALLY,  the engine is complete and in the car, and running really well.   The hesitation and dull response is now gone, replaced with crisp and fast response with no hesitation at all.  It drives much better, and with the new radiator, is running much cooler. PIC OF MOTOR.  The only issues left to sort out are   1) the vibration that has been in the motor since it went together   2) The exhaust is way too loud for street duties.  It sounds tough, but just gets too much of the wrong kind of attention.   Point 2) is being addressed almost as I type this, with a local exhaust shop ordering in a quieter rear muffler for street driving, with it being flanged so I can put on the 3.5" muffler for racing.      Even so,  it was a great time to fire up the motor with the new mods and find it runs so much better.
20-10-2003  : A rather large update this time.  I replaced the Malpassi fuel pressure regulator with an SX item.  This has fixed the varying fuel pressure the car has had for a number of years.  The motor runs much more consistent with its mixtures, which has allowed me to tune it much finer. I also dropped the static fuel pressure from 62psi to 48psi today, and re-tuned.  This was done to attempt to improve fuel atomisation. The angle that the new primary injectors fire at has them firing directly at the opposite wall of the manifold. Hopefully lowering the pressure can help put a little more fuel into atomisation rather than just wetting the intake. Later I will try installing some of the OEM deflector plates.  Also there is a chance that the front counterweight is in the wrong position. It can be installed in two positions with my motor, and I guess we picked the wrong one. This would explain the vibration it has had since it was put together.
26-10-2003  : I have not go to the counterweight issue yet, but I have finished making the all aluminium front strut brace. You can see a pic HERE of it.
18-12-2003  : I took Mr TOY12A for a run in the RX7 to show him how a 3-rotor is meant to run   ;-)  and thankfully he took a video from the pasenger seat.  It is only short, but it shows the car getting from around 20km/h up to 180km/h. Enjoy.      VIDEO
16-1-2004  : A couple of days ago the installation of the E11v2 began. Today,  I drove it for the first time on the new ECU.  Wow, what a difference.  The motor is much smoother now running sequentially for fuel and ignition.  A million thanks goes to Nathan for spending too many late nights past midnight with the wiring.   The motor fired up first go too, and has not missed a beat.   The ENGINE page has been updated to show how neat it now looks.
19-1-2004  : The big day arived.  I went down to Tempe Tyres and picked up my custom ordered Simmons wheels. They fit like a glove and everything came out better than expected. Pictures are online in the updated INTERIOR AND GENERAL link at the top of this page.
23-2-2005  : Woohooo!!!  I finally fixed the balance problem with the engine. It was simply the front counterweight 30 degrees out.  So now the car revs clean and smooth and is safely revving to 8000rpm now.  I dynoed it on our Dyno Dynamics chassis dyno in Shootout mode.  It was only on 5.5psi boost, not quite making it to 6psi and also runs a very restrictive 3" baffled muffler on it to try and keep it quiet for the street.  The graph is below and I will add more as the car is developed.
3-6-2005  :  It's been a while since I updated this diary, so here goes...      I cannot believe it, I actually registered the car for street use again.  The gearbox destroyed itself a few months ago and I recently put another one in.  The old box was a W55 with the new one being a W58.  Not much difference, but apparently a little stronger.  The balance problem is all sorted, the motor is tuned to perfection, and the new 27mm swaybar is in the front.  The car is handling superb, and the motor is super-responsive.  The restrictive exhaust holds back the power quite alot, but for now I have turned up the boost to 8psi and there is enough power for now.  I estimate around 430rwhp, but when I get some time I will dyno it again.   For now I am just going to cruise it around and enjoy it, not race it.   Maybe at the end of the year I will send it in for a new paint job, but for now I will slowly fix up the interior.  The Recaro seats are finally in as well, and I have plans to do a two-tone grey dash.  Top half charcoal coloured, and the bottom half as a mid-grey.  Should look a bit more modern than the horrid poo-brown it has now.   First step is the carpet.   Oh yes, I almost forgot.  I borrowed Maroun's (JUISSY) starter motor and tomorrow morning I am picking up a new one.  He can finally get his starter back!  haha
 
 

Dyno Graphs

We have an in-house Dyno Dynamics chassis dyno so naturally it is put to good use.  All graphs we do are in Shootout mode with no cheating, and simply click on the graph below to see the full seize version.  All climate data is on the bottom of the graph and explained below.

BP - Barometric Pressure (KPa)    RH - Relative Humidity (%)    AT - Ambient Temperature (C)    IT - Intake Temperature (C)

Dyno 1 - The first baseline dyno run.  This is on 5.5psi boost and with full street exhaust choking the car.

 
 
 

Engine Designer
The engine originated from New Zealand and was designed by Jeff Bruce from Precision Engineering.  If you wish to purchase the parts required to build a similar project, in either 3 or 4 rotor , you can contact him by any of the following methods.

Email :  precisin@ihug.co.nz
ICQ UIN: 15067117
Phone :   +64 9 415 3264
Fax :        +64 9 415 3265

Specifications

Chassis	1982 Mazda RX-7 Series 2, Freedom Bodystyling Group C flare kit and matching frotn bar, 2-part Honda NSX Indy Yellow Pearl paint
Engine	Custom made 3-rotor based on RX4/5 13B components, Custom made Crankshaft, 12A RX7 centreplates with one modified to take a stationary gear, RX-5 end-plates and rotor housings. Custom parts made by Jeff Bruce. Series 6 stationary gears, bearings, and corner seals.  3mm Apex Seals , every throughbolt dowelled. Modified oilways and custom oil pump.  OEM port timing on inlet, extended exhaust ports.
Inlet	Custom-made 6x runner lower section with 3x primary injectors and custom alloy fuel rail, machined 6x secondary injector mount spacer and fuel rail, Mazda Cosmo 20B upper Inlet and modifed Throttle.
Exhaust	3-into-1 tubular header , 3.5" mandrel bent exhaust system with hand-built mufflers
Turbo	Garrett TA45 with 75/102.5mm compressor wheel in an A/R 0.72 cover, 77/89mm turbine wheel in a 1.22 A/R divided housing. Turbosmart 45mm external wastegate to be upgraded to 60 or 65mm HKS item.  Boost at 7psi nominal, adjustable up to max 20psi.  MAC 3-port 12V boost control solenoid, ECU controlled.
Intercooler	Custom made by PlazmaMan,  aluminium piping in 2.5" from turbo to cooler, 2.75" cooler to throttle body. Alloy throttle hat adapter. Custom alloy radiator supports.
Gearbox	Toyota "Supra" W58 5-Speed , Custom "Jeff Bruce" Bellhousing Adapter, 3" thick walled Tailshaft
Clutch	4-Puck Brass Exedy, Custom Pressure Plate by Penrith Brake and Clutch, Quarter Master (QMI) Hydraulic Thrust Bearing Release
Differential	Borg Warner 3.45:1 LSD (ex-Holden Commodore VL), billet axles.
Radiator	Enforcer Engineering custom 3-core alloy radiator. Twin 12" ECU switched and staged thermo fans.
Oil Cooler	Mazda JC Cosmo 20B Turbo
Fuel System	Electronic Sequential Staged Fuel Injection , 3x800cc Mazda 12A Turbo "Green" type primary injectors,6x550cc Mazda 13B Turbo secondary injectors. SX high-pressure pump and filter, 48psi static fuel pressure with SX pressure regulator, Fuel tank modified with baffled sump pickup. Braided fuel lines with screw fittings for all connections.
Ignition and Electricals	Direct Fire , 13B Turbo Series 5   24/2 tooth Crank Angle Sensor , 6x Mazda Series 5 Trail Coils , 2x M&W "triple dumb" ECU dwell-controlled ignitors, NGK BUR7EQ Lead and BUR9EQ Trail spark plugs.  Oddessey 800CCA battery, gold terminals with inbuilt volt meter, wiring hidden, 100A Cosmo alternator.
Computer	Haltech E11v2: controlling fuel injection and ignition timing. Full sequential firing of all injectors and coils.  Dual dashboard selectable on-board maps and full on-board memory datalogging. ECU controlling staged thermo fans, closed-loop boost control, BAC idle control, Shift Light.  Multiple wheel speed sensors to be added. 3x EGT probes being added soon.  Mixtures monitored by M&W NTK UEGO wide band AF Meter. Apexi Rev Speed Meter with 2D G-Sensor
Brakes	Front:10.5" Diameter 1" Thick custom discs with Volvo 4-Spot Calipers, Bendix Ultimate Pads, steel braided hoses. Rear: 11" Commodore discs and single-spot calipers.
Suspension	Front: Koni Adjustable shocks,  Series 2 struts with adjustable height spring platforms.  King Springs 425lb 2.5" springs.  27mm swaybar.  Noltec camber/castor plates. Custom alloy front strut brace Rear : Koni Adjustable shocks. Pedders 150 lb springs Urethane bushes. OEM swaybar
Wheels & Tyres	Simmons OM17 gold 17x8.5" front  &  17x9.5"  rear. Front Tyres : Falken GRB FK451  235-40 ZR17 Rear Tyres : Yokohama Advan 032R 275-40 ZR17
Other	Recaro Seats, Momo steering wheel