Even better, just get a 3/8" npt plug, voila.

Really, aftermarket sensor + woromg

or

npt plug, stock sensor
Doesn't make sensor to use a non stock sensor to me.

That last sentence doesn't make sense to me:beatdeadhorse5:

Damn I can't (well yes I can) believe how cheap you guys are. Spend all this time and effort to try and save a buck if that. I would think your time is worth more. (just busting)

Call Ray and get the sensor 8553-15-610A and gasket 8553-15-611, you are not going to have to worry about it ever again, unless someone overtightens it or breaks the wire off.

Cheap insurance. They have saved many of my customers costly motor jobs over the years. I don't want to have do a motor until it serves a good long time.

That sensor is the earliest warning system that tells you something is going wrong. In the FC3S when it starts going off out of nowhere it is usually giving an indication of the beginning of a housing seal failure.

Both rubber mount points are valid. I prefer rubber mounts. Mazda has used solid mount for so many years 74 to 85. On the point of electrolysis, is long as all of the grounds, wiring and electronic components are good that should be negligible. It will add some protection but if there is any electrical problem it will look to find a ground where ever it can.

TT is that an updraft IC? Just wondered where the air is going or coming from, doesn't look like a lot of clearance between it and the hood when closed.

Its an HMIC and no there is not a lot of clearance between the i-cooler and the hood. Howard Coleman measured the exit speeds form his core @ highway speeds to be about 3-5 mph. I'm sure that little amount of air can find its way out. Its ducted near watertight to the top opening in the bumper. I do plan to drop vent the hood for the i-cooler as well as two other vents specifically for under hood heat. Datalog before and after etc. Right now my IAT's are close to ambient so I'm happy.

As for the low water sensor, I completely agree and plan to put an aftermkt one in my ast as opposed to in the FD WP housing because I just ran ot of pins on my mil-spec connectors far the engine harness

If you are only getting 3 to 5 mph of air speed through the IC that does not seem that there is a lot of air going across it especially at speed. Sounds like most of your air is going through the engine compartment.

Have you thought of using the fender vents for air extraction? It really helps the street cars here in AZ and the Open Road Car doesn't have any heat issues anymore. It spends its life at 135/145 with bursts up to 165 in Texas and Nevada during some pretty warm runs. Haven't thought of checking it but I imagine that the air speed across both radiator and IC are near the same as vehicle speed.
The open road car is so sensitive to any changes in the engine compartment now that we really have to watch what is removed or added now. In the development of the intake air box I neglected to install a four inch square side panel, which was facing the right side oil cooler. The race before the temps were ~195/195. The race with the missing panel, 215 oil 205, water at 145mph. We figured that there was so much air pressure coming out of the air box that it was neutralizing the air flow through the oil cooler. Only change in car to the next race was replacing the missing panel. Temps were ~195/195 again. The car has been flat bottomed to the end of trans with scavenging for the engine compartment also.

We also enclosed the turbo intakes to use ram air from the radiator opening. Intakes in the engine compartment out here lead to short life detonating motors due to high intake temps. Doesn't matter how big your IC is if you are sucking 250F+ into them. Out here we really need to try to get the intake air at least ambient ideally lower.

Before everyone goes they don't have any problems, trying running where ambient is 115F, 0/2% humidity and the street temp is 168/200F. Engine compartment temp 300 in the FD are not uncommon. I have had to develop and race round motors in these conditions for many years. So most of the work has been to make my client's street cars run reliably and perform under these conditions. You guys with 65F and 65% really shouldn't have any heating problems. If you do, something is wrong somewhere.

The GT3 RX7 that I ran would rarely get over 210 oil and water even when ambient was over 120 which there were a few races at PIR and Firebird that did that. When I ran at Sears Point we had to block off a good portion of the radiator and oil cooler to get the thing to temp. Before we did that it would kind of warm up on the grid but by the time I made it down the front straight to that left to go up the hill the temp gauges were buried, to the cold side, I thought I lost the dash electrics. It was the same with the ITA RX7.

I'm sorry, you misunderstood. I didn't measure the speeds exiting the intercooler, Howard Coleman did when he was doing his testing of his stock mounted upgraded really nicely ducted intercooler. Becuase of that test I decided that dropventing the hood wasn't a priority.

I never thought it would be the same as vehicle speed. That would mean that there is no resistance as the air passes through the core. I thought it would be about 1/2 vehicle speed as did most people in the thread on the evil forum. However, one test is worth more than a thousand expert opinions and I'm glad HC tested it. He got 3-5 with an aftmkt core. I'd be curious as to what mine is, not curious enough to buy the test equipment though.

I haven't thought of fender vents mainly becuase in the FC it would be more than a PITA. What I have thought of doing is venting the hood above and slightyl behind the turbos to try to get some of that heat out. When I do that I will drop vent the hood as well. Not becuase it needs it, but becuase every little bit helps. I generally see intake temps about 15-20*F above ambient WITHOUT any additional venting. What is happening though is that when the car sits without any air going through the intercooler core, the core tends to heatsoak. It takes about a minute of driving for the temps to come back down. At the autocross this sunday I plan on opening the hood after every run to help prevent that from happening. When the hood is vented it will be ducted with the core, should help prevent this soaking by isoltaing the core from the engine bay.

On the highway I generally see 175* watertemps, yeah I know, the t-stat isn't even opening. Oil temps are around 175 as well. This has been the case upto about 85-90* ambient temps. Sitting in traffic oil has gotten to 205-210 and water hits 185 before the fan kicks on. Save the incident on the emmisions "dyno" I have never seen temps get above 190* water and 210 oil. Of course it's still only warm here. We'll see what happens in the summer.

Everything has it's own seperate ducts and is ducted nearly watertight. With the exception of the air filters. I left these open but directly in the path of incoming air. The though being that I'd like to use that incoming air, through the headlight vent, to try to keep some airflow in the engine bay and eventually push air out of the vents when they are added.

What I want to do after the ducts are done is tape a few "telltales" and go for a drive and video it. Just to make sure air is being evacuated, and not pulled in. Of course I'll get some logs of water, oil, and IAT's as well.

Boy do I feel like the idiot. Don't know what I was thinking fender vents, thought I was in FD forum. Need to check out Coleman's work, thank you.