Has there been any 3rd party verification of the claimed gains yet?
Soon. I suspect the dyno Goodwin uses actually reads low. We'll be evaluating some other bits as well. We are not offering ND engine or exhaust stuff yet. We are just kept trying to make our own project car a little quicker. Should have dynos next week.
I moved into my neighborhood in 2000. At that time my next door neighbor had a 2000 NB. I have since moved, but only 2 streets up. He got an NC, now he has an ND. I will be paying a visit to John soon.
He doesn't mod them. But he's an ME, and always fun to talk to.
Some Mazdaspeed ND fun (Fiat 124) I'm not personally a big fan of the Fiat's aesthetic, I'm in the ND camp myself, but it it going to be fun playing with this turbo motor.
Once the turbo gets spooled up a bit it makes way more torque than the ND. But, on the road it feels sluggish compared to the ND off each stop light because of that spool time, and the extra weight. That echoes the magazine tests which all report acceleration tests give the edge to the ND.
Our bone stock Fiat 124 vs. bone stock ND:
I modified one of our ND Roadstersport Race mufflers in the shop to fit the Fiat so we could get an idea for how the Fiat responds to a better muffler.
Dyno says the turbo likes
Stock 124 vs 124 with muffler. Up 5 whp and 11 ft-lbs:
If it's anything like the 500, it needs a bypass valve upgrade right off the bat to cure leak up top. That might wake up the top end.
At any rate, many little differences between the 124 and the ND make the 124 feel much more like a car that you aren't really interested in driving around at the limit - it's a cruiser, and it does so better than the ND. Rolling on the throttle at highway speeds it really feels at home with the turbo already spinning, but in just about every other setting from taking off from a stop light to full closed course driving, the ND feels better suited.
We have fitted an oversized TreadStone FMIC that requires zero cutting. This IC selection will be preferred for those looking for the highest RWHP possible. Ideally we will try to develop a unit about half this height for the lower HP cars, and/or those that want to track without blocking too much air to the radiator.
Below you can see our schedule 10 equal length tig welded vband turbo manifold. We are keeping the pictures to a minimum until production is ready. We may or may not change the design depending on the outcome of the dyno, and how it preforms on the street. It was a real challenge to get this IWG turbo to fit nicely, clear a 3″ downpipe, and be equal length. We changed the turbo position about 5 or 6 times, and spent a total of around 60 hours on it! We have 1 full days worth of fabrication left before the car hits the road for its first shake down. We are starting off with a TurboSmart single port 3 PSI IWG actuator, and will raise the boost from there. Stay tuned for pump gas, and flex fuel dyno results.
I think it's great, it will give data points for several aspects:
1. How much Torque instantly kills the trans/rods/diff/etc...
2. Will 13:1 compression play nicely with boost? Probably not. I wouldn't be surprised if the motor blew up tuning at relatively low boost. Then again, the Skyactiv motor isn't just any motor, it may surprise us.
3. What is the limit of the fuel system?
Just speculating here, but Mazda designed this car to be heavily optimized for weight reduction. I don't think they left a lot of extra headroom for more power in the drivetrain.
There's really no way you could answer that question definitively yet....
I still think the ND carries a glassbox. The Fiat didn't get that transmission for a reason.
I genuinely hope you're wrong. Mazda's not ignorant to the fact that many people want more power out of their Miatae. It'd be a real shame if they engineered such an essential component to be so fragile.