Not near the end (I hope).

 I flew a couple of times yesterday, and now I have 11 hours flown off of the 40 hour Phase One Test requirement. The engine runs smoothly.

I did attain 211 TAS @ 5300 MSL, but I was in a flight of 3 trying to not get lost, so most of my remaining attention was to watching the EM-3 panel for engine parameters and exhaust temp. Oil temp is the limiting factor, when it gets to 200F I have to back off.

I have a mysterious oil seep, which although minor, is annoying and I'll find it.

Water temp & level are very good and reliable. The Turbo remains bolted on tight and the down pipe flange bolts are safety wired, so no backing out. Heat shields have been improved and seem satisfactory.

All of this was predicted or warned about by Dave Leonard, so I had the advantage of knowing where to look.

I'm contemplating access doors in the cowl top, as I cannot check oil or water levels unless I remove it.

If I fly with very low power, the turbo boost ahead of the throttle is very low, about 30". The fuel flow rate goes 'way down to about 8 or 9 GPH. Excessive unused boost pressure must be 'eating my lunch' in the fuel department when I go to higher power settings. A Waste Gate would correct this.

A good fast cruise is 184 MPH / 160 Knots. I slowed to 155 MPH /135 Kts, the water temp dropped to about 167 and the oil temp 185. for the return trip. I don't have a water thermostat, but the Stock Mazda oil cooler has the original thermostat.

I have been grooming the fuel injection table on the ground, with pretty good results. Now I plan to try some in flight tuning. I think cautious changes in Mode 9 to get rid of lean spots around bins 40 and 88.

At the end of yesterday's flying, the engine sputtered to a stop after roll out and turn off onto the taxi way. I have been tuning the idle area, and it was idling well, and slower than usual. When it was leaner, it would slowly surge up and down a bit, so I never let it idle so low.

Interesting.