Quick dyno session today. Poor bottom end because I think it's blowing the wastegate open, but this chart is still worth showing.

Run 1 is with the stock 2.25" NB exhaust (peak boost 5psi)
Run 9 is with an Enthuza 3" stainless catted catback (peak boost 7psi)

Attachment 232689

This looks like a really nice setup love the cast stainless manifold. What is the baseline on this car before turbo conversion? What is the intercooler setup?

Would really love to buy one of these kits when they come out and would like to shoot for 200hp 200ft/lb to the wheels which I know is really conservative. What psi do you think would take to get there on a stock 1996 1.8?

Thanks for taking the time to answer my questions.

The intercooler setup is a Precision 350hp with 2" coldside and 2.5" hotside pipes. The production intercooler will be a little smaller.

200whp on a BP05 longblock should take 10-11psi.

I don't have a baseline from my NB2, but Emilio was kind enough to shoot me a DRF file for a stock NB2 to compare.

Attachment 232688

There, now you see, the stock engine walks all over your tirbo at less than 2,000 rpm.

116 is pretty healthy for a stock NB2!

--Ian

Hey Sav-

I just pre-ordered a manifold and turbo for my 94.

You're seeing the limits of the vtcs manifold in both the stock dyno and your turbo setup. What are your plans? Also this was 3" exhaust? I'll be throwing one of these setups on a vvt motor with a square top. Should be good.

Plans: Moar boost, bigger turbo.

CNC head too right? Can't wait for that to go down.

This car won't get a CNC head. It will get a built shortblock and valve springs but nothing else. No point in showing what the turbo kit can do if all the results are skewed by a $3500 cylinder head.

I was referring to the car curly was talking about. Oops. Moar boost was about you overcoming the vtcs. CNC was about mobius' car.

Yes, richard's build, sorry for the confusion.

In my experience, no amount of boost will over come vtcs fail.

EFR7163 and 30psi might make a den't in it :) :)

Excellent :likecat::likecat::likecat:

Could very well be the manifold, it did cross my mind. I'll have to live with it, since I want to change as little as possible with the stock motor so the results are as relevant as possible. The exhaust is a full 3" Enthuza with a metal cat and two mufflers.

I may throw a squaretop on it later on, once all the "stock bottom end" data is collected and published, just to see the spool difference. The built motor will definitely breathe through a squaretop, so it will be interesting to see how close the 6758+8.6:1+squaretop combo can come to the 6258+10:1+VCTS combo. I've also got a VICS manifold here so that's another option.

Oops, did not read up. Yes, I have a couple of people throwing these setups on CNC heads. One 6258, one 6758. I am eager to see what they do :)

I'm glad you're sticking to basics first, yes we all know the better mani and baller head will produce stellar results, BTDT, but you want the kit to be the hero of this party.

I got a ride in Savington's car the other day. It blew my mind. The boost is instant, it doesn't feel like any turbo I've ever driven. The power is also totally linear. It basically just feels like a much bigger engine, save for the wooshes and pshhts'es. Super impressive.

It will be interesting to see the results on my car. My engine has Manley rods, stock 10-1 pistons, cnc vvt head and a squaretop matched to a skunk2 TB. A very mild built engine. With a c30-74 it made 217/166 at about 7psi. With a 6258 and 3" exhaust, I am excite.

Edit: +1 valves and stock cams in the head.

Sorry, cnc head disqualifies you from saying "mild built" :)

Ah lol yes I thought that after I wrote it :)

Initial plan is to create a 230 tq plateau. 300 whp should be an easy consequence.

How much more HP / TQ are you expecting from the square top?

Powerband looks great. Interested in some 10ish psi runs, especially to see low end torque. Some of the tighter autocross courses put me at about 3000rpm in 2nd gear

Thank you. As you said though, we are also exited to see what a full-on badass effort yields too.

Savington , I have been through the thread and having seen your posts on other forums I think I know the answer already but because I have not seen it asked yet. Will there be a manifold or kit that will work with the 1.6? Tia

We will never do a 1.6 manifold, sorry. Upgrade to a 1.8L and use our kit. :)

:giggle: it's because the 1.6 makes too much torque and power.

he's concerned for your safety.

Do what I originally offered with my setups. You will do a 1.6 setup, but will cost an additional $3500 and come with a nice built 1.8 motor.

:bigtu:

Hey, I'm a turbo :noob: interested in your full kit. My buying period would be around tax time and my budget is very similar to the one you've quoted in your original post, so I'm very excited to see how this turns out!

Cheers! :bigtu:
Gerard from Toronto

Most likely you'll need a midpipe with a cat, preferably race cat.

Looking forward to seeing that tracking number in my inbox :D

Pre-ordered a manifold and turbo today. Ready for spooling goodness of boost in this 01. Whoosh whosh and pst pst to you all. lol

In for track punishment results on this kit, it's extremely appealing!

I just pre-ordered a manifold and a set of wiseco piston rings (supertech ones burn too much oil for a street use)

Anthony,
I ordered a set of your injectors and picking up a clutch to install as well. So should be close to ready to take on the extra power.
Two questions First is do you have an idea your of O2 bung location planned out yet? And second is how far out you guys thinking for the intercooler setup? I may try to wait for yours.
Thanks
Tim

O2 bung is directly in front of the catalytic converter. No firm ETA on IC setup, but we're pushing for April.

Any news on ship dates for manifolds and turbos that have been prepaid?

Initial ETA from the foundry/machine shop was very late December, but I fully expect the holidays to throw a ~2 week wrench into that. My goal is to get manifolds on the way by January 15th. (If you've emailed me with that same question, I am running about 2 days behind on email right now. :facepalm: )

I will have details on downpipe pricing as well as inconel studs and A286 stainless turbine/CHRA fasteners in the next ~2 weeks. Once pricing is released to current pre-orders for downpipes/studs, expect the manifold/turbo combo to rise in price by at least $150.

If you are on the fence about a pre-order, I suggest getting off ASAP. I will not pre-announce a date for the price hike - you'll just wake up one morning and be sad without warning. :cry:

Wow. So like the week before prom all over again for those guys. So sad.

Four sessions at Buttonwillow today, running 3-4 seconds faster than SM pace in a full-weight NB2. Running at ~180whp/7psi until I can get a reroute and smaller intercooler installed. Only opened the hood to show people that it was turbocharged.

Kind of weird to drive a turbo car fast all day and not spin a single wrench. :party:

The masses have eagerly awaited this glorious day!

Can we see some shots of the set up in the engine bay as it stands?

https://www.miataturbo.net/attachmen...ine=1444197497

https://www.miataturbo.net/attachmen...ine=1444197497

This looks wonderful

DO you have a wider view to show the filter location (if it'll be any better than the Artech on an NA)

Is the piping routed similar to the FM setup, or does it sling forward and under by the Sway mount.

Does the wastegate canister stand proud/would it interfere with Singular hood vents. Oh my gahhhhd questions

Maybe I will be changing my setup soon

Filter location there isn't final. I'm doing mockup on an NA over the next couple of weeks to work out filter location and downpipe stuff.

Piping routes straight down next to the A/C condenser, then under the forward UCA bushing, then forward underneath/inside the swaybar. Very compact and clean, owing to the forward location of the turbo and the ability to retain the factory lower coolant hose.

Canister is under the factory STB, it won't hit anything.

Look great. In for more pictures.

Q: Will this kit run a catalytic convertor or some sort just in case Highway Patrol decides to look under the car....

Our DP connects to the factory cat.

Even on the Mazdaspeeds? I think the factory cat is on the downpipe on msm's...correct me if I'm wrong..thanks!

Is this the price for the full product with pre-order or after the price jumps up?

So will the recommendation for bp6d customers be a 99-00 head gasket to go with a coolant reroute?

That's the recommendation for any bp6d track car.

You're correct, the MSM downpipe/exhaust is different. MSM owners will need to switch to an aftermarket NB exhaust, and if you need a cat, you can incorporate one into the aftermarket exhaust.

That estimate is for pre-orders. Full price will be a few hundred dollars higher.

I've run enough track hours on BP6Ds with reroutes to be comfortable recommending it. It's not as good as using a BP26 head gasket with a reroute, but it's better than not having a reroute at all.

Doesn't that leave the front starved of coolant because of the blocked watter passages in the front of the head?

we've survived a total of 30 racing hours with a stock vvt motor and no temps over 200 verified with a MS (supposed hot spot). Temps go up with turbo but it's not the end of the world to run a nb2 gasket and no reroute.

Sav specifically said stock gasket with reroute. Which would stop coolant from getting to the front. In the coolant reroute thread the BP6D head gasket is compared to the earlier one. It's missing a lot of holes up front. Which is why a reroute isn't suggested for BP6D. And turbo adds a shit ton of heat.

Really? My temps are pretty rock solid 200-205 with stock rad and no reroute. Hottest it ever gets is the back straight at road atlanta, where it might hit 209 before going back down.


This was my understanding... that a reroute w/out headgasket was worse than stock. Not the case?

Do you have an EFR stuck on the side? And making more than 150hp?

No, but your post said "any bp6d track car" not "any bp6d track car with a turbo". And I put down 151whp on a Mustang dyno, so there's that

Yeah. It's a recommendation. Are you measuring different spots in the head? Or just one place.

Again. This is a thread about a turbo kit. I assumed when I said any track car people would realize I was talking about a turbo car...because were in a thread about a turbo kit.

Just what's coming out the back of the head.

But that's what I wanted to know - I should probably plan for a reroute and head gasket when doing this.

Nah, don't assume that. It's best to literally say what you literally mean.

I thought, based on multiple years of postings in this thread, that NB2 reroutes were discouraged without using the BP26-10-271 head gasket, due to the changes Mazda made in the later gasket being unfriendly (possible #1 coolant starvation) with reroutes. Many posts about it. Crusher ran a BP26-10-271 head gasket with its reroute.

So now I'm somewhat confused. If Sav is saying reroutes are now ok with the NB2 head gasket, I no longer know what current Best Practice is. My engine has a BP26-10-271 head gasket in it.