Supercharger
06-07-2010, 08:21 PM
#24
As for the op, the car is a lot of fun at this level. Its quick enough on track days to make the straights a little more fun and low enough power to not get into too much trouble. I have thought about swapping to a turbo and trying to get more power but decided that i probably wouldn't have a license anymore if i did.
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06-07-2010, 08:27 PM
#25
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Even though i have a m45 and like it i agree with you. Starting from scratch the m45 may not be worth it. But if you have one and do mods that would carry over to another setup, like a megasquirt, then i can see spending the extra money on it.
As for the op, the car is a lot of fun at this level. Its quick enough on track days to make the straights a little more fun and low enough power to not get into too much trouble. I have thought about swapping to a turbo and trying to get more power but decided that i probably wouldn't have a license anymore if i did.
As for the op, the car is a lot of fun at this level. Its quick enough on track days to make the straights a little more fun and low enough power to not get into too much trouble. I have thought about swapping to a turbo and trying to get more power but decided that i probably wouldn't have a license anymore if i did.
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06-07-2010, 09:17 PM
#26
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check that site out several setups on there pretty much anything you can think of. It should give you a good baseline.
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06-08-2010, 06:44 AM
#30
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Location: Davie, Florida
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I agree with others and don't think that the M45 deal would give you enough power.
For comparison, I'm running the C15-60 Rotrex (the small one) in my car and it puts down 190rwhp on a dynojet, but I tune it down to 165 with an insert and timing retard when I'm time trialing. This is with a 2000 engine in my 1993 chassis, TDR intercooler, 9093MSPnP, and RX8 injectors. I did install an oil cooler and coolant reroute along with a PWR radiator to keep the engine happy. On the 190rwhp tune the highest coolant levels that I've seen are 215°F on a 90°F day, and 1450°F EGTs at ~11.0:1 AFRs. IATs peak at around 115°F. It's been on the track 7 times since the supercharger installation. One benefit of the Rotrex is that it does not add a lot of heat to the intake charge, so tuning for power is easier and safer for the engine. Turbos are quite efficient too, put they add more heat since they're in the exhaust stream. If you are going to track the car a lot, I'd recommend the Rotrex, but a turbo would give you more power for a lower price.
The larger C30-74 Rotrex has the capability for much more power (250+rwhp), but I wanted to stay conservative for my class limitations and powertrain component longevity. The C30-74 is the better choice for power, and there is a very complete kit already set up for your car: http://949racing.com/rotrexmiatasupercharger.aspx
At 190rwhp, my car is now faster than my S2000 was on the track, by a few seconds per lap at Homestead Miami Speedway, so it's a lot of fun to drive.
For comparison, I'm running the C15-60 Rotrex (the small one) in my car and it puts down 190rwhp on a dynojet, but I tune it down to 165 with an insert and timing retard when I'm time trialing. This is with a 2000 engine in my 1993 chassis, TDR intercooler, 9093MSPnP, and RX8 injectors. I did install an oil cooler and coolant reroute along with a PWR radiator to keep the engine happy. On the 190rwhp tune the highest coolant levels that I've seen are 215°F on a 90°F day, and 1450°F EGTs at ~11.0:1 AFRs. IATs peak at around 115°F. It's been on the track 7 times since the supercharger installation. One benefit of the Rotrex is that it does not add a lot of heat to the intake charge, so tuning for power is easier and safer for the engine. Turbos are quite efficient too, put they add more heat since they're in the exhaust stream. If you are going to track the car a lot, I'd recommend the Rotrex, but a turbo would give you more power for a lower price.
The larger C30-74 Rotrex has the capability for much more power (250+rwhp), but I wanted to stay conservative for my class limitations and powertrain component longevity. The C30-74 is the better choice for power, and there is a very complete kit already set up for your car: http://949racing.com/rotrexmiatasupercharger.aspx
At 190rwhp, my car is now faster than my S2000 was on the track, by a few seconds per lap at Homestead Miami Speedway, so it's a lot of fun to drive.
Last edited by CoralDoc; 06-08-2010 at 07:02 AM.
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06-08-2010, 08:05 AM
#31
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I think 190-200whp is what I will shot for if I go turbo or supercharger. Some times I think it would be easier to get a built head the new 949 racing header and a standalone. This might be easier to track but it wont be cheaper thats for sure haha. Either way I am new to tracking a car and need to learn a lot. Anyway Lots of great info in this post. I need to take a step back and really plan a setup. Thanks again
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06-20-2010, 08:40 AM
#33
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My M45 setup makes just shy of 170whp and that's with water-to-air IC, Adaptronic, 460cc RX-7 injectors, 10.5:1 compression, JR headers, 3" cat, 2.5" exhaust from there back.
If I were to do it again I'd go MP62 or a snail.
If I were to do it again I'd go MP62 or a snail.
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06-21-2010, 05:45 PM
#34
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My M45 is making at least that much and so far it is more than enough to smack all MP62 and turboed Miatas I've met at the local autocrosses over the last few years (and besides California, this is the place with most likely the most active Miata community). And I still keep the AC so they have no excuses ...
I guess something's wrong with my M45 then ... my car should've been dog slow with the lack of intercooler and all that
I guess something's wrong with my M45 then ... my car should've been dog slow with the lack of intercooler and all that
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06-22-2010, 04:13 PM
#39
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Im not sure if its the 8 or 9.... I really dont know much about JRSC's, but I do know it was under 10. Thats just what they told me. Saw one of car's dyno-sheets and drove the other.
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