I was looking at some of those 3" extensions that thread onto the oem shifter. What do you track guys think about that?

It's really good for powering through syncros.

I'm going through the engine on my Red car to fix an oil consumption issue (rings never seated after last rebuild by PO).

Just noticed that you did Supertech 11:1 but shaved them to reduce the compression ratio. Right now my engine has the 2001 pistons, but I was thinking about Supertechs to get the extra point of compression. Now, I'm like "hmmmmm . . . ."

Was that just a concession to CA91? Or was there a performance/longevity reason?

CA91 :cry:

It's oxygenated, farm raised, free range, vegan and made from all organic ingredients. Depending on the build, we have struggled to hit MBT in every cell at 11.0:1 so we just dial it back. With coated chambers or small cams like an NA8, it's easier to do. Get it breathing with an NB head and a bit of porting/chamber work and you'll see 105kpa at 5500rpm. Too much cylinder pressure for the coors light we call gasoline out here. Jelly of all the states with 93 where you can safely run 11.0:1 with careful tuning.

Deviate
 

We just dropped in a 1.9L built race engine, our +2 exhaust CNC head, Tomei cams, ceramic thermal coated chambers/crowns/valves, exhaust ports and of course, that C30-74 Rotrex from Jackson Racing. ID1000's, on E85. We're aiming for 300whp+. We will be giving rides in it this weekend at MRLS. Renamed it "Deviate". Seemed appropriate as we deivated from the cars original mission to exemplify a simple N/A HPDE build, plus it is a mischievous car with instant boost.

Rushing to get it tuned and ready for MRLS so we're leaving a few things undone. Will update in the coming weeks

https://fbcdn-sphotos-d-a.akamaihd.n...88cccf7e33bb77

Hmmmmm . . . . You might have to give up your quote.

Still no oil cooler?

It's had a cute little Setrab with a fan for years. It now has a much bigger Setrab and another Setrab for the Rotrex oil. Not mounted in ideal location now but we'll have time to rework that after MRLS.

So...umm...can I "book" a ride in this beast?

No list. Just first come first serve.

Yeah, I put a huge Canton Racing unit on mine.

I saw the lines for the Rotrex, but couldn't spot the lines for engine oil. They're well hidden!

You ever plan to visit Hallett or any TX tracks again? Hallett's been resurfaced!

Good luck at MRLS!

Neat.

Emilio, any plans for a cold air intake?

Very nice.

What diameter nose pulley is that? I notice many ribs on that belt ... details on the crank pulley? I've had several people inquire about my setup, and I use the 80mm 4 rib pulley which Skunk2 no longer produces. Attempts by them to use the 4 rib belt with the higher rib count nose pulleys that are available have resulted in the belt walking around.

Attachment 238966

Doth mine eyes deceive or is that an IAT sensor plugged into the back of the manifold?

Is your clutch master reservoir doing double duty as a catch can? That's genius!

I'm pretty sure that's a Moroso catch can in front of the clutch master. Perspective y0 ;)

Not likely to ever visit Hallett again. Too far. The relative order under the hood is a reflection on John's sensibilities, the guy that builds everything here. He likes things visually simple. Complete wire tuck on his car "Mental":

Attachment 184706
Attachment 184707

That's where we always run them on F/I builds here.
You missed the 40mm wastegate with vband flange welded onto the squaretop right next to it.

Nope. That's the production location but with a slightly larger filter. We'll add some heat insulation on the intake piping next to the header. In practice, we see very low IAT's so it's more to make the silicone couplers happy. On a purpose built track or autocross car, one could relocate and shroud the filter.

95mm x 150mm, 119,800 @ 8000rpm.

This is the proprietary SuperMiata steel crank damper and aluminum overlay pulley we will offer for the kits. It is configured as an overlay so the S/C loads are fed directly into the steel hub, not the damped steel outer ring. This allows the damper ring to do it's job just it does in an N/A application.

The belt centerline of the the JR Rotrex is different that pretty much all other S/C kits so this is a JR Rotrex only setup. We will have these special S/C dampers available for about $600 when the production S/C kits begin shipping in a few months.

http://scontent-a-lax.xx.fbcdn.net/h...6158980_o.jpg?

Oh it didn't escape my notice. I've been sitting here trying to grok why one would put a wastegate after the throttle body, but have been afraid to ask :laugh:

I didn't realize John had a Miata. Needs something to drive when the 928 goes all Porsche on him? ;)

Actually, why have a wastegate with a supercharger? It's not like we're trying to keep the turbo spooled. Are you using it to protect components around the intake from being overpressurized? And what are the rubber hoses around the wastegate? Something to do with CARB? There seems to be a lot of stuff here that I'm not familiar with. It's pretty cool.

My Rotrex had a BOV in front of the throttle body for the same reason a turbo has a BOV in front of the throttle body. Its the back of the manifold that has me screwed up.

The Rotrex does its best work in the upper RPM range, so spinning the hell out of it is actually beneficial provided you are under the -74's 120,000 RPM redline. The problem is that you may actually be moving more air that you want/need. You don't want to compromise things with a restrictor at the compressor, so bleeding off the air (like a wastegate bleeds off exhaust) makes some sense. You still have flat boost response at WOT and you keep the blower in its efficiency range without blowing things up.

So I'm guessing its some sort of epic boost control. It's been discussed in the past, but I've not seen it implemented. I bet it'd be loud as shit.

I'm probably totally wrong though :giggle: