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Because it's mated to an engine that did not have an option of a 6spd from the manufacture, yes it will have to be a 5spd
The car is a NB Miata, it can run any OEM transmission including the 6 speed. The motor swap opens up Non-OEM transmissions that come with the donor motor. They can run a 6 speed if they want to.
6.1.8 Transmission Limitations 1) Non-OEM Transmission swaps are only permitted when used in conjunction with an engine swap. Note--The transmission must come from the same donor vehicle model as the engine, and that donor vehicle must be a model eligible to compete in ST5 and ST6, respectively (sections 4 and 6.1.1). Otherwise, the transmission must be OEM.
The car is a NB Miata, it can run any OEM transmission including the 6 speed. The motor swap opens up Non-OEM transmissions that come with the donor motor. They can run a 6 speed if they want to.
Hrmmm, I read the below as if the engine your using didn't come with 6spd as an option, you can't run a 6spd. Orrrr maybe the NB EUDM/JDM 1.6 had a 6spd as an option?
Note--The transmission must come from the same donor vehicle model as the engine
It's easy to read that rule as an either/or. As in, EITHER you are allowed the same transmission that came attached to the engine you're using, OR you can use the OEM transmission that came in your car.
If you wanted to write a rule that said "must use transmission that comes with engine", you would just write that. You wouldn't add "Otherwise, the transmission must be OEM" at the end.
2455lbs (-.3 Weight Factor)
132 average WHP
A arms (-.7 adjustment)
BTM Aero (+.4 adjustment credit)
18.60 Raw P:W
18.0:1 Adjusted P:W
OEM Sport brakes
OEM 6 spd allowed
Gear ratio open
OsGiken allowed
We will try to hit our power goal without touching the bottom end, and without using ethanol. We'll be using CA91, which is far inferior to the 93 in the rest of the country.
We will try to hit our power goal without touching the bottom end, and without using ethanol. We'll be using CA91, which is far inferior to the 93 in the rest of the country.
Should be doable no problem. I hit 141 whp on a Mustang on 93. 949 suggested intake, RB exhaust, Skunk 2 Manifold, MS3PNP.
Otherwise that should be a great fit for that class.
Should be doable no problem. I hit 141 whp on a Mustang on 93. 949 suggested intake, RB exhaust, Skunk 2 Manifold, MS3PNP.
Otherwise that should be a great fit for that class.
They are building a 1.6 using the solid lifter head from an NB6, so an S2 manifold is not an option, but since the nb6 mani uses 1.8 TB pattern an S2 TB is an option if needed.
Last night, I nerded out and did some measurements. Found out the B6 engine will sit 1.25" further back in the engine bay compared Miller's BP5A engine. Combine that with the B6 weighing less than the BP5A, Miller is going to turn-in hard during its NASA ST6 debut.
Renderos Racing did the Cartek install and paint work, as well as the additional cage bars and gussets allowed in ST.
Minty OEM NB2 bumpers are swapped on.
Hardtop now matches OEM MSM Velocity Red
Fresh driver's side door
Headlights lenses were painted MSM Ti Silver, because more MSM heresy.
Also,
B6 is in.
Racing Beat NA6 header with a custom midpipe back to the same Racing Beat PowerPulse muffler.
Old reroute swapped for a Supermiata QMax Reroute.
It's such a cute baby dyno!!!
Interested to see how the A/B does with the NA6 manifold.
I know that @Twibs415 massaged a few NA8 intakes and we saw improvements across multiple higher mileage (100k+) NA8s on the Dynojet up at TFB in Sonoma.
The modified intake and stock exhaust made about 3-5hp more than the stock intake and RB header.
Never did get to A/B/C the two parts on the same day, but the end result was 136/112 or 134/119 depending on where we had the timing set on the intake cam, using 91 octane.
As the owner of (what I presumed to be) a tired 224k-mile NA6, I am comforted by that dyno graph. I made 103whp/97tq on 87 octane, stock AFM/intake, stock ecu, and an ebay header with a stock cat. Graph looks remarkably similar to mine, nosing over at 6500 with torque peak at ~4600 (also on a Dynojet)
Maybe the NA6 AFM isn't that big of a restriction after all? Was this with the stock TB on the NB6 mani?
Last edited by themonkeyman; 03-13-2019 at 07:29 PM.
When does the build on the B6 happen for it to make the needed 135ish rwhp?
I'm guessing the aforementioned cams will be part of that equation. Cams and aggressive head skim for compression bump would probably get it there, along with perhaps a bigger throttle body.
As mentioned in the OP, we hope to be able to run Enduros with this car. That means low enough compression to stay on pump gas for the much greater fuel economy. We will still run E85 for Sprint and TT.
With an almost identical set up and a Mazda crate motor we made 125 whp a few years ago. So this output is anomalous. I feel is either a different cam spec or the intake manifold design on the NB6. We will find out
If you're healthy NA6 motor is making less than 110 with the exact same setup, you need to rebuild the damn thing.
Full report and epic race videos later tonight. Good results (better than I expected) considering 110whp (107 avg whp) and 2180 lbs. Nowhere near true competitive form yet, but shows great potential for development for Round 2 at Buttonwillow in April.
For now, the summary is:
ST6: 1 win Saturday, P4 Sunday (photo finish, tied for P3 at the checkered flag according to timing/scoring, but tie-breaker goes to leading car before the finish line).
TT6: 1 win Saturday, P2 Sunday (lost by 0.059s)
Race 1 video up. One of the toughest battles to win in a long time for me. There's a tap that sent me off the track that could have been the win for me outright. It didn't matter as the win happened by the unofficial winner DQing in impound for weight, but I'll take it. Still, there's more work to do if Miller wants to go win at Nationals.
Last edited by VagaXt; 03-20-2019 at 08:35 PM.
Reason: Posting Title
12-06-2018, 09:02 PM
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