miataturbo.net-like debauchery thread (about the ND or something)
#2442
With 170whp within reach on CA91 with just the OF header and tune, I'm pretty sure we'll hit 176 maybe 180whp once we have our intake done and a matching catback built. Frankly, that's enough. The car is fast with only 155whp and no top. Add the hardtop and another 20whp, I think it's money as a tracktoy.
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#2443
Supporting Vendor
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OF header?
Do you plan to offer exhaust bits for the ND? Not asking for insider secrets, just asking to see if I should wait before ordering from GWR. I'm a few months away from ordering anything either way.
Do you plan to offer exhaust bits for the ND? Not asking for insider secrets, just asking to see if I should wait before ordering from GWR. I'm a few months away from ordering anything either way.
#2444
With 170whp within reach on CA91 with just the OF header and tune, I'm pretty sure we'll hit 176 maybe 180whp once we have our intake done and a matching catback built. Frankly, that's enough. The car is fast with only 155whp and no top. Add the hardtop and another 20whp, I think it's money as a tracktoy.
#2445
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FWIW, Emilio said 155 WHP, which is considerably more than what the car puts out off the lot.
But overall I agree with you. I think the little Fiat with its torquey engine that's easily tunable would really be a blast. Again, curious about weight difference and such.
But overall I agree with you. I think the little Fiat with its torquey engine that's easily tunable would really be a blast. Again, curious about weight difference and such.
#2446
Aside from the six different lamps on the front end, the awful wheel design, the horrible contrast between the matte gray and bright gloss red, the silly windshield frame that matches nothing else on the car and the absurdly oversized Fiat logos front and rear I would completely agree with you.
#2447
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As you well know, I'm much more of an electronics-and-engine guy then a suspension guy, but this seems totally counter-intuitive. How does decreasing available suspension travel while retaining the stock spring rate lead to a cushy ride? In my own experience, and presumably that of most of us who learned suspension tuning on the NA / NB platform, this is a recipe for failure. For cars which are largely bumpstop-limited (eg: all lightweight compacts), ride comfort on the street, especially when lowered, tends to be enhanced by doubling or tripling the stock spring rate and installing dampers to match.
(For that matter, what are the stock spring rates and spring ratios on the ND?)
And yeah, that picture is pretty hideous. Lose the ricer black hood thing and make it all red, including the windshield frame.
A part of me wonders if Mazda's agreement with Fiat stipulates that they aren't allowed to make the car look less ugly overall than the ND, no matter how sexy the curves. "You want to give it a more svelte nose? Well, you're gonna have to slap *****-makeup on it to compensate."
#2449
Boost Pope
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Yeah, I got that.
What I meant was that, in my admittedly limited experience, lowering the car while retaining stock springrates = you're gonna be pounding the bumpstops like Hustler at a Nickleback concert.
What I meant was that, in my admittedly limited experience, lowering the car while retaining stock springrates = you're gonna be pounding the bumpstops like Hustler at a Nickleback concert.
#2457
SADFab Destructive Testing Engineer
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Been wondering this for a while. Is the NA/NB miata very sensitive to unsprung weight? More so than other cars? Why does the ND run a 17" wheel instead of a 15" wheel?
#2458
The limitations on the early car don't have much to do with the tire and the fender. They have more to do with where the upper shock mount is located
It is a short shock. So you have to try to figure out a way to get a lot of stroke with a little tiny short shock. The NDon the other hand, has a much higher upper mounting point and uses a rear shock that's something like 30% longer. So it's much easier to get longer stroke out of it.
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