Water/Methanol Injection & Turbo Size – Bigger is NOT Always Better

The other day we dyno tuned a turbo kit for a local customer on an MX5. Setup is an off the shelf turbo kit (shall be unnamed), injectors, fuel pump, water meth injection. The system would creep to 17 psi in the cold by 6800 RPM, once warm, 14 psi. This latest time he had brought it over to get water meth put in, and an EBC to just set the boost to 14 psi as it was creeping there anyway. This system unfortunately uses a 3″ downpipe from the turbo back, and an oversized GT30 turbo. The vehicle is a high compression 2.0l (10.8:1) and very limited space to put in a larger wastegate. For this reason a 2.5″ downpipe and a T25 flanged turbo is much more appropriate. Initially we tuned it over the winter working around the boost creep issues. That put us at 275 WHP. However we had to utilize advanced cam timing strategies and throttle management to reduce the boost creep at the top end. The plan was to do water/methanol injection come spring, and this was completed just recently. The dyno chart below shows the gains from doing just that. With the water/methanol injection, we were able to just set a level boost and not have to limit. We’re well over 300 to the wheels with this combination.14psi-wmi-mx5With this setup now nearly mirroring our car from 2009/2010, we went ahead and overlaid the standard Bell Engineering turbo kit at 14 psi and water/meth injection. Both cars were running similar AFR and timing numbers, and the only difference being the turbo kit design. Now what you see is that the smaller turbo (GT28RS) makes over 50 ft/lbs more torque below 3800 RPM! So for a stock motor where you are highly unlikely to ever exceed 325 WHP, it makes very little sense to go with such a large turbo. A note on the plots: the dyno graphs are on different days under different conditions. So you if you normalize both the HP levels should be similar. However the gains down low are still 100% there.



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Posted in MX5, Tech

2.0 vs 2.5 MP62 MX5 Results!

The kit originally pioneered by Cosworth in 2007, now sold under Goodwin Racing and the Flyin’ Miata brands. Moto East has the most experience with this kit (tuning them since shortly after inception) and we are proud to be the official tuner for the Goodwin Racing version.

Recently we had a customer with the FM branded kit come in to get a proper tune. Results? 264whp/238tq. Over 220tq from 2700-6000 RPM! This car does have aftermarket (but very mild) camshafts, so that does help some (about 10hp). However there is no mistaking the 2.5l powerband here. At this boost level the MP62 seems to be keeping up just fine, with relatively mild temperature increases doing 4th gear runs on the dyno.

2.0 MP62 vs 2.5 MP62 Dyno

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Posted in MX5, Tech

The 2015 WRX Gets Some Upgrades!

After a long winter of neglect, we finally had some time to upgrade a few things on the WRX. Unfortunately it took a good long while, simply because we have been overflowing with work. Patiently waiting as always.


First things first–reliable power. With tons of flex fuel kits sold for the 08-15 STI and the BRZ/FR-S, we went to work adapting it to work on the 15 WRX. We had a prototype kit that was being track tested on the JSC car for over 6 months, but we wanted to alter the location and routing of the lines. Our initial prototype used two 180 degree swivels and then fed back into the fuel rail. For this iteration, we took out the OEM fuel line, and then replaced it with our own circuit. Unlike other kits, we placed the sensor on the fuse box to take the load off of the fuel line connections. Like this, there is zero chance that the line will ever come loose. That and it looks damn good.


To get the signal to the ECU, the OEM rear o2 sensor harness was tapped. We will soon have a full plug and play option, but for now you just have to tap into the wiring on the o2 sensor side to give the signal to the ECU, and get the power feed. At least it is a good bit cheaper this way and requires only two crimps.


Once that is done, the ECU will automatically adjust for the ignition timing and fuel based on the ethanol content of the fuel. In our experience this can add 20-40 ft/lb of torque and 20-30 or so HP on the 15 WRX. The higher the boost the greater the gains.

Though ethanol adds a good kick, a customer car made us re-think the plan. The job we had to do was a Mishimoto downpipe and intake. The downpipe is gorgeous. The flange is nicely tapered at the turbo flange, the bends are mandrel bent and perfectly smooth, and the welds are perfect. They even include the little things. That means replacement OEM turbo housing studs and nuts, low profile bolts, gaskets, and all of it in a precisely brushed finish. Looks almost too good to go underneath the car.






Unfortunately, despite the very low mileage our studs (and the customer car) were in dire straits. We had to spend some time with the torch (after heat taping the belt and hoses) to get them to come loose. Despite that we still had to chase the threads on both cars and replace two studs on each.



Downpipe installed, we moved onto the intake. This piece again is quite impressive. Piping all fit nice and smooth, but the kicker is that the airbox fits the OEM snorkel ensuring cold air is being drawn in.



With these mods done we are in business. We have to dyno the changes still, but the butt dyno confirms what we saw on the customer car–power and spool. The turbo is there a few RPM earlier, and holds power to red line even more. Mid range is increased a good bit as well without going higher on the boost. One side effect of a downpipe change is that you really should be removing the boost pill going to the wastegate.


What we did is to just replace the whole hose assembly (tee to the WG actuator) with silicone hose. This allows for easy reversion back to stock as necessary. Running the OEM boost pill will create spikes and cause boost discrepancies with an aftermarket downpipe. When removing it, you have to rescale the wastegate duty cycle mapping to profile the new boost curve. But in our experience, the car now spikes far less then even in totally OEM form.

So end result? I think that one would have a very difficult time telling between a WRX and an STI power curve with these mods. If anything, the WRX will spool much quicker in the power band. Granted that an STI with similar mods and flex fuel will have a bit more kick simply due to the larger turbo. But full bolt on WRX is nothing to sneeze at at 300 torque (at 3000 RPM!)


Posted in Builds, Products, Tech, WRX/STI/FXT

2″ MX5 Header Development

After a couple of months of development we finally have a finished product. We won’t bother reposting the FB/instagram feed here but you can follow along if you’d like: https://instagram.com/motoeast/

Basically we started off by mocking up a full sized jig on the back bench. We had a 2.0 motor, a 6 speed, and pulled the alternator and motor mount from our car to test fit. Then using the 2.5 in our car, we ensured there was enough clearance for a 2.0, 2.5, and 2.5 using lowered motor mounts.


What became very apparent is that to fit 2″ tubes, you need a minimum of 6″ block to frame clearance since the only way to get equal length tubes–you have to stack 3. A typical 1.625 header only needs 4.9″. The other consideration is being able to install it without having to pull the motor.

With this in mind we went to work. After a few days of trial and error, we ended up having something that was starting to look pretty good.


However as we test fit the header, there were some minor issues that would be a deal breaker for some. The clearance to the alternator was not sufficient, the collector was touching the trans on the 2.5, and we were hitting the subframe pinch weld would would have to be notched. Not quite up to our standards. So it was back to the drawing board. We adjusted our fixture to push the collector back just a bit, and rotated it about 5 degrees to match the motor’s tilt. This allowed for more clearance to the motor mount, got us away from the subframe, and gave more clearance to the transmission bell housing. This adds some time and cost as we have to use more pieces, but well worth it for the final product.


The near finished header above is what we tested on the dyno. We’re still waiting on the a-b tabs that will hold the tubes securely to the collector, so they are just tack welded here. One of the runners (#3) we also tweaked a bit after the picture to get a straighter exit from the collector and ensure tight sealing. Our testing so far has been leak free and sounds great.


Now, the results. We took a standard 2.5 motor that we rebuilt this winter and used the same cams from our build last year. After a very abridged break-in the motor performed identical to last year on the road. We put the header on at 5pm on a Friday, and hit the dyno Saturday morning. We only managed a brief 1/4 mile drive beforehand, and the power difference was readily apparent as it spun the wheels on gear change into 3rd! The amazing thing was the torque curve. There were no dips, no peaky nature as you might expect with a large primary header. It was there 2500 and up just like the stock motor, only more of it.

After about a half hour on the dyno we settled on the following results:



199.4 to the wheels! This is just 10-15 HP off of the World Challenge cars which use a 12:1 compression ratio and very aggressive cams. If we had more time we could have hit the magic 200hp number, but we had customer cars to do and it was running out of gas. But this shows you that you can have your cake and eat it too! In the near future we will have other upgrades that will complete the picture and perhaps we will finally get to the 250hp NA figure before the end of the year.

Posted in MX5, Products, Tech

2015+ WRX CVT Results!

While some platforms have struggled to make power on this variant of the 2015 DIT WRX, we had no problems here. Pretty much matches our  6MT results, an extra 30-40 torque and 30-40 hp! Plot shows a baseline average 6MT WRX (green), best stock (red,) and best tuned (yellow/green). (edit, there is a spike that alters the peak HP, ignore the peak numbers and note the change in the graph!)



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Posted in WRX/STI/FXT

NC MX5 Miata Intake – Updated Coating

For 2015 one of the updates we have is that our powdercoating options are much improved. We now offer a unique finish on all of our 2006+ Mazda MX5 Miata intakes. This is a silver powdercoat, with an additional step, a second clear layer. This gives it a unique 3d look which is much more durable than paint. We will continue to offer the double ceramic coat as well for those who race or are in hotter climates, but for those who aren’t after every last 100th of a second, the powdercoat is a very attractive finish.

cai-new-1 cai-new-2

Posted in MX5, Products

2015 WRX is Here

Rolling off the boat last week, we had this 2015 WRB WRX driven from half way across the state to get it here.

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Posted in Builds

We are hiring sales & support staff!

We are seeking a sales specialist for 2015.

The right candidate for this position will help new and existing customers discover the products and services offered by Moto East and be able to handle social media/print/online communication.

Must have:

  • Sales or related experience
  • Energetic and able to devote time to go to events
  • Automotive knowledge, particularly import
  • Outstanding interpersonal and networking skills
  • Motivation and desire to work in the performance automotive field
  • Thorough knowledge of aftermarket parts
  • Ability to work independently being accountable to your results
  • Commitment to customer satisfaction and quality

Helps to have:

  • 4 year degree or better, field doesn’t matter
  • Hands on automotive experience
  • Direct sales experience
  • Tuning experience/knowledge
  • A Subaru/Mazda/Nissan vehicle
  • Internet/development/magento experience
  • Graphic design
  • Desire to participate in local motorsports and travel to national level events (i.e. SEMA)

This is a part time to start opportunity; you will work from home when possible but be available locally if needed. Depending on experience and skillset, this will turn into a full time position. Pay is a combination of per diem, commission, and profit sharing. Our business model is designed around a low overhead, automated integration when possible, with a focus on our employees. The right person will have a high revenue potential without having to rely on high pressure direct sales. We are an equal opportunity employer. Candidate will be subjected to a background check.

Interested individuals must submit a resume and a bit of info as to why you will succeed in this position.

Inquiries are to be sent to contact@moto-east.com, no phone calls will be accepted without a submitted resume.

Posted in News

Initial Sprintex 335 Dyno Testing

We made some progress today, and caught a quick break to get on the dyno. Bear in mind our goal was to see if this could do double duty as a reasonable mid range system with upgrade potential, vs a maxxed out system right out of the box. All testing was done on e70, now that we have a sense of where the ignition timing is falling in, we will put pump gas in and watch the knock counts. For these dyno graphs, we added timing primarily to the e85 side as to make sure on pump we don’t run into issues. On with the show….

Strapped down and ready for action:


This is our initial baseline taking the 210 tune, and taking out some timing (a good amount…)


You can see that the power is super smooth and comes on EARLY. This is a torque curve of a strong OEM v8. Did I mention this is on the “low timing” map? Difference is about a couple degrees. Next step is to give it a bit more timing.


Picked up a bunch of mid range with just a small change. This is showing some potential. However, in light of the relatively “low” numbers (I’m brave until about 300 tq on the stock motor) we rolled back some of the cam timing changes so that it can generate close to full boost. This is the result of the subsequent run. Unfortunately the bypass stuck for a second or two, so all the subsequent runs will be best compared at 3500+.


Now we’re having some fun. You can see the gobs of torque we picked up, and this was a relatively minor change. We’re still not at the cam timings we used on the 210. Speaking of the 210, how does that compare on a dyno that reads about 5% higher than this one?

335-vs-210You can see the 335 absolutely destroys it. The 210 plot is on e85, full bolt ons, 70mm pulley, etc…the 335 run is on an 80mm pulley and a mostly stock car with a stock header and cat back on e70. We did change out the front pipe/overpipe since we had the trans off to get the clutch, but those won’t do a damn thing with a stock header and cat back. So there is still a whole lot left on the table. Our experience is that the 70mm pulley should generate about 15% more HP for a given boost level, and the stock header and cat back are surely a major restriction here. But since our goal was to see if a mostly stock car can handle it, this is exactly why we put it back to stock and wanted to test this way.

Now a few more comparisons. This is a 335 vs a turbo kit. Goes to show you that not all HP is created equal, and here particularly despite the equal HP, only one smokes the tires a gear early


We installed a 3 bar MAP sensor to see where the boost is. Drawing a line from the somewhat bumpy boost plot (due to the MAP source being close to the runner) we see that it peaks around 2.25 bar. Certainly a lot to ask of a stock motor.


Also as we transition to pump gas, this is some data we have from the ProECU datalogs. On the first image below, you can as the ethanol content drops (CPS voltage) from e70 to e30, the knock counts go up significantly. This is because of the fact that we’re running such high boost levels, that the standard timing difference for the two fuels is not enough. At 18 psi the FA20 is much more knock prone on pump vs e85.


However, despite going to full pump gas, re-working cam overlap and reducing ignition timing yielded much more reasonable knock counts.


Update 01/2015: Continuing to fine tune the pump gas tune. At this point the car is driving just fine on pump gas, we’ve been getting on it without any worry. With how much power it makes and the current cost of fuel, pump gas is actually a pretty reasonable option with the right tuning.


Also a comparison that shows how peak numbers have nothing to do with how a car drives. Only 13 peak HP apart, but what would rather have?



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Posted in FT86, Products, Tech

Sprintex 335 Installed & Tuned!

It is in! Here are some installed photos with our 3″ intake, and make sure to check out the YouTube link as well:






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Posted in Builds, FT86, News, Products, Tech