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Well, short introduction, I'm the owner of a 1991 1.6 Mazda Mx5, I've got the car for two years and thought it would be a fun car to start working on. So after a year of reading I went on and bought myself a (H)eaton M45 Mini Cooper supercharger.
I made my own mounts and belt spanner, I made the second trottlebody in preparation for an intercooler yet it wasnt really that powerfull as I would like it to be. I looked towards oversized pulleys yet I also noticed that M45 was just a little too small for me. So after playing around with the supercharger, m45 I bought a freshly rebuilt TD04-13T from a subaru and went to work on a log manifold.
So after welding all the piping and tuning on the road I really like how it drives and it has a modest 200 HP (virtual dino HP to be correct) and is a lot of fun to drive.
However I still have a weird issue which i can't figure out. The engine runs on 3 cilinders IF I hit a spar cut:rev limiter/flatshift/launch control. If I shift before a spark cut there is no stumble anywhere, tried fuel cut only, spark cut only and spark and fuel cut only yet I could not figure this out. I will probably make a thread about this problem after I did a throughout search)
If I find the solution for that stumble I would like to up the boost till the max of this turbo which should be around 220/240 to the wheel if I read correctly, so that should keep inspection holes from appearing.
So yeah that's the summary of my MX5, please to meet you all!
I've bought a locally build ECU :U-EMS it's basicly a megasquirt 2 (clone).
Are there that much Dutch people around here? I actually don't know any other MX5 owners around here. There are some old people who look at me in disgust because I touched an original MX5.
However Belgium does have a set of different rules against tuning Cars. Everything needs to be TUV licensed to be allowed on the road and home brue contraptions are slightly less legal than in the Netherlands, so I think the complete car scene is just a lot smaller.
France.. don't have a clue
Well after almost a year I think it is time for an update.
Sold the mx5 late 2017 because I wanted to start all over with a proper base. I told the new owner to take it easy for a while. disable/un-plug the boost controller to just get a feel on how quick a turbomiata actually is. Get used to RWD and learn how to correct the car... well he didn't and the poor car had an intimate meeting with a guard rail.
Well.. can't see that was unexpected.
Well after a month of looking at other cars, more practical cars and/or other sport cars a bought something else, another miata.
An in pretty nice shape NB 10AE model! It already had the 6speed and 3.9 Torsen differential.
However the stock 1.8 engine was producing James Bond like smoke clouds on start up and on full throttle. So in came a VVT engine with new rings and brushhoned (original pistons), ACL race bearings and included a Boundary Engineering billet wheels.
As ECU I used a MS3pro Module and the last WestfieldMX5 adapterboard.
I am currently breaking in the engine with the instructions on Flyin Miata's website, after breaking in has finished a TD04 turbo will be put on to have a nice and responsive turbo car!
Last edited by Caterpillar; 03-20-2020 at 02:46 AM.
Yeah after having one trackday with the old car I found the need to do a lot more to make it hold boost for a long time. So much that it was a better idea to just start over.
O and I forgot to include the ebay special rods that will now hopefully protect my engine from extra inspection holes. So now the goal is 300 whp with a TD05/VF34 and what ever will be produced with wastegate pressure on track days.
Sadly it does have the classic framerail rust, so it will need some rust repairs this/next year. I was going to make my own manifold for a GT2560R, but I got a deal on a TD04-13T and cast iron manifold. 250 euro for both so I could not let that go. I will probably upgrade to a TD05-16G or VF34 later on, or I will kill all savings and get a new manifold with an EFR.
Well. No upgraded turbo just yet. After 2500 kilometers on the new engine we took it to the track. Everything worked fine and the car performed pretty good... until it developed a hard rodknock on 1 cilinder..
So we got the car back, I removed the head to find out it was rod number 1 that was the culprit. After a few weeks of finding a good engine I swapping the turbo setup over to that unopened block. A VVT engine. I did a reroute to just run a stock block with a TD04 which now runs as good as the previous engine.
So after I got he car running again I wanted to know how fucked the block was. All bearings looked as the one below. All the orange/bronze colour is gone. I think it is caused by oil starvation. Clearances were looser than PEM.
And Rod number 1:
Crank was gone so it is time to find a new donor block before attempting this again :(
04-19-2017, 05:59 PM
Hello from the Netherlands
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