mann

This is now the highest whp NC out there...at least that I have seen. Ran 325 to the wheels two transmissions ago (track use) now it's back to turbo again.

Mazduh

Pretty sick... I was wondering if this was the 2.5 swap. But looking at the video description confirmed it. This makes getting an NC really tempting. 06's are kinda cheap these days.

thirdgen

iTrader: (26)

It's been a while since I saw this car. I actually thought you sold it and bought a BRZ.
Glad to see you still have it. Still in the area?

mann

Couldn't get rid of it when I got the BRZ, the MX5 is just a ton more fun at the track. BRZ has been doing the heavy miles (50k in 2 1/2 years) running at about 325 whp for 40k of them supercharged. Still not an MX5 though.

Still rocking out in the lehigh valley! Hope to take it to one of the 1/2 mile/slip stream events once the tow vehicle is back together.

DNA54

did you had iat and coolant temperature issues on dyno? That's because you removed the bumper?
Very "man" power btw

albuquerquefx

Nice numbers, good NC representation!

k24madness

iTrader: (6)

Great numbers! This is the first I heard of a GT29 frame. Looks like Garrett is offering a GTX2967. Nice sizing to fill in the gap between the GT28 and GT30 frames.

Savington

iTrader: (31)

Not a new turbine wheel for Garrett, though. Just a new marketing name. This is the same 56.5mm 84-trim turbine wheel they've been selling for years in the "GT3071R", if you buy that turbo with a T25 turbine housing. The real GT3071R is only available in a T3 housing with a 60mm turbine wheel.

The GT28 turbine wheel is a smaller 53.9mm 76-trim wheel.

themoreyouknow.jpg

k24madness

iTrader: (6)

Good info Andrew! Thanks!!!

TurboTim

iTrader: (9)

Nice job Mike. Maybe I'll see it on a LVMOC run next summer?

mann

Thanks! Hope so. The car spent nearly the entire year just with R&D stuff with making the cams/headers/intake plenums. I think it was up an entire 2500 miles which was going back and forth from the track and dyno! Once we get this turbo fully jigged (nearly there). We'll be putting together the spare 2.5 we have along with some CP/Carrillo 9:1 goodies, H11 studs, then calling it a day. Going to mate it up to the goodwin 2.5" exhaust for ***** and giggles, should be a hell of a sleeper sounding completely stock except for the whole 400+whp thing.

albuquerquefx

Been reading MotoMike's thread over on M.NET about your setup and his associated turbo kit. I'm curious about your intake manifold; I know that Dynotronics has an FI-specific intake manifold in the works also.

mann

If you look at our instagram/FB pages you'll see shots of it.

Here's our take on it. For FI you really don't need it. The composite works fine and if we can hit 450 wheel you probably won't need it until past 25 psi or whenever these seams will split. We went to 20 psi without issue.

For NA you will benefit from ours above 6k RPM. We dyno tested it and due to packaging constraints (ours or the other one) you can't get a runner length over 4-5" in there. That means 6000+ rpm benefits only. You will lose about 10 hp below 5000 RPM. So that limits the customers to racers who are A: Allowed that modification B: Have 1000+ to spend on said part.

So we've built them, one at a time, at a cost of about $1200 each for people we like. We picked up about 15-20 hp NA, about 30 or so FI at the same boost level. So is it worth it? Yup, sure is. But it ain't cheap. We have intake trumpets, and a large plenum space. The CNC one you see on m.net is gorgeous but it doesn't have much plenum volume. So not so hot for NA.

At this point we're down to just 3 sets of flanges/runners/trumpets, and I'm not sure if we'll run more or not. At 1300/piece we're just barely making anything on it which is far too low to produce any part over the long term. Maybe the CNC one will be a good bit cheaper but until there's more info it will too likely be a hard sell in the end unless retail falls below 750 or so.

albuquerquefx

If you're getting 30whp on stock cams and stock head, that's a pretty good lift for a "simple" manifold swap. Do you guys swap for a larger TB also?

Leafy

iTrader: (1)

Be interested if they did. No idea what the NC TB diameter is but the hole in the NC manifold sitting in the other room is about 63mm. Which makes the 62mm cable driven subaru TB that also has a 65x65mm square bolt pattern intriguing.

Braineack

iTrader: (62)

450rwhp is nice, but dont you think you should remove the turbo and build a rotrex setup that makes half the torque so the pistons dont melt?

albuquerquefx

Mann: What transmission are you using now? Do you feel that it's gonna hold up under this power? I'm hoping + crossing fingers that my NC2 Asin 6spd will hold up better than the NC1's did, but curious on your thoughts / findings.

I can't remember for sure, but I wanted to say the NC TB was like 55 or 58mm? At this power level, I'd naively assume a bit more TB would be helpful. I'm fearful (perhaps unnecessarily so) from all the reading I've done with the NC stock manifold leaking under duress.

Ultimately, I'm most interested in the efficiency gain rather than the raw power figure. The stocker 2.0L block can only take so much; if I can hit my power target with a few less pounds of manifold pressure, everything gets just a little better for me.

I know that Dynotronics also has an FI manifold in progress and will be testing directly against the Fab9 kit that I'm getting. I'll withhold final judgement (and payment details) until I get just a bit more data.

mann

That was with the stage 1.5 cams

It is small, but we did not quite max out the flow at the high end to say that it is absolutely needed. Tried getting the RX8 throttle body to work but the electronics are completely backwards internally and no amount of parts swapping worked. We have one ace up the sleeve with this but have not gotten to testing yet.

Actually we lost the first 2.5 with the rotrex at about 320 whp. Cracked the piston right in half at 11 psi. That was a good bit of timing though. The rotrex setup worked pretty good but we couldn't get the car to hold temps on track. It needs an electric water pump conversion with some serious sealing and no thermostat to work on track. We're running the subarus instead now. Much more reliable.

This is the 3rd trans in the car, 2nd NC2 trans. The first burnt a 5th gear at 300 torque, the second lost the shift forks or syncros after a track day, the current one is going strong so far.

18psi

iTrader: (76)

WHAT?!

a rotrex car that has problems? this cannot be. please change your post, it is hateful and offensive

sixshooter

iTrader: (12)

lol.



That is all.