miataturbo.net-like debauchery thread (about the ND or something)
#2541
I want to spend 3k on making the ND faster, not just putting vinyl with a 5 year life on the exterior. Mazda is trying to sell a sports car with **** colors. I get your point, though.
Isn't Orange Virus the guy 949 was using at first, but they had problems and decided to tune it themselves?
Isn't Orange Virus the guy 949 was using at first, but they had problems and decided to tune it themselves?
It was a combo of very early version tuning, full E85, and uncontrolled EGT calculations for maps we at the time were still developing. We have had no problems since.
#2543
I spoke with the marketing dept about the colors. It was clear they wanted to go up market so they went with conservative, classy colors. Lexus stuff basically. Clearly they misjudged just how many of their potential customers were fans of the NA and NB wand wanted brighter, more fun colors. I think the response we have had to our brightly vinyled car had some impact with them. I wouldn't be surprised to see at least one more brighter, more primary color option for '17. A basic Mariner-ish blue or simple red would sell well I'd think.
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Last edited by emilio700; 05-21-2016 at 05:25 PM. Reason: speling
#2546
I completely get it. It feels like a Cadillac version of a Miata. It does feel bigger and chunkier, but the engine is incredibly more enjoyable on the street and it just seems like a better DD to me. I have had 3 NB's and 2 NC's now, so I have had the full spectrum, but the NC's are the best on the street to me.
#2547
^ Agree. I'm really enjoying DD the Silver '90. I take my daughter's '15 PRHT to work sometimes and I've test driven the ND. But like Joe said, that early NA just fits so well and with the torquey turbo motor and AC, it doesn't lack anything. It's also at 225K+ and drives like new -- I don't worry about putting miles on it. Only fear is that even a minor fender-bender would total it -- but I guess I would just buy it back.
These power graphs of the hopped-up ND sure are intriguing though.
These power graphs of the hopped-up ND sure are intriguing though.
#2548
Supporting Vendor
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Back to the dyno yesterday with the ND long tubes, hit 180 whp over and over. Graph compares with our best run of the stock car ever at 139 whp. This isn't a peaky race-only curve, the gains start practically off idle and continue over the whole range. 40 whp and 40 ft-lbs of torque gained, and you can see at some spots along the torque curve it's actually more than 40.
The accompanying midpipe for this header has the largest resonator that we could stuff in there ahead of the rear axle. The goal behind this was to attenuate as much volume as possible at that point so that racers could use our lightweight Super Street or Race mufflers out back to reduce weight out over the rear wheels while still passing sounds regs at events. The result turned out even better than we had hoped; the combination of the long tubes (which inherently has more total pipe length than a shorty) and the big resonator makes for a combo that is perfectly drive-able with our minimalist muffler options even for street use. Or, you can put the Super Q muffler on the back and it's nearly stock sound level.
Here's our 4-2-1 longtube (blue) vs. Global Cup Car 4-1 longtube (orange). It kills the GCC header from start to finish and the big ugly torque dip is non-existant:
The accompanying midpipe for this header has the largest resonator that we could stuff in there ahead of the rear axle. The goal behind this was to attenuate as much volume as possible at that point so that racers could use our lightweight Super Street or Race mufflers out back to reduce weight out over the rear wheels while still passing sounds regs at events. The result turned out even better than we had hoped; the combination of the long tubes (which inherently has more total pipe length than a shorty) and the big resonator makes for a combo that is perfectly drive-able with our minimalist muffler options even for street use. Or, you can put the Super Q muffler on the back and it's nearly stock sound level.
Here's our 4-2-1 longtube (blue) vs. Global Cup Car 4-1 longtube (orange). It kills the GCC header from start to finish and the big ugly torque dip is non-existant:
#2555
Nuts is right. I understand that OEM parts are designed with a whole host of competing priorities besides maximum performance -- cost of manufacturing, ease of assembly, compatibility with other cars in the current or future lineup, emissions, noise, etc. Even considering all that, it seems like an awful lot was left on the table.
#2556
Nuts is right. I understand that OEM parts are designed with a whole host of competing priorities besides maximum performance -- cost of manufacturing, ease of assembly, compatibility with other cars in the current or future lineup, emissions, noise, etc. Even considering all that, it seems like an awful lot was left on the table.
Really makes the Fiat offer unappealing.
#2557
mkturbo.com
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Yeah, makes one wonder. Was it just rushing the 2.0? Is there a conspiracy to add excitement with a Mazdaspeed model in 2-5 years time? It was really obvious there was plenty of HP to be had high up in the rev range from the original published curves. But 40ft-lbs across-the-board?!? Nuts!!
Really makes the Fiat offer unappealing.
Really makes the Fiat offer unappealing.
/Conspiracy
#2558
SADFab Destructive Testing Engineer
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I feel like this is a real thing. Companies detune cars all the time because parts can't handle the power. Otherwise every turbo car would be running 30lbs of boost and breaking every other day.