Emilio, is that coroplast you are using on the ITBs? Is that for heat-shielding or something else?

Emilio is in the middle of final prep and loading but I watched the creation being cut:

The ITBs (or IAT) were heat soaking pretty bad so Emilio made this up in about 5 minutes. It's a basic heat shield to keep some of the radiator and engine heat off the plenum dome. The Coroplast will self clearance under the hood, is light and is easy to work with.

Thanks for sharing, I have used it on a few occasions previously.

Late night tuning session at Advanced Engine Dynamix in Orange.

Same bottom end and ITB's as before. Swapped SuperMiata CNC BP6D head with .395 cam for SuperMiata CNC BP4W head with .427 cam. Made 5-15 more whp pretty much everywhere. Played with intake cam gear a bit. Getting a little spark scatter so we're going to put a stock valve cover back on. The cut up one lets the CAS shake around like mad. Running the stock 4T because we ran out of time. Really needs a 12+1T so we can ditch the CAS altogether.

So yeah, 190whp on 10.4:1 and 1861cc. Pretty happy with that. 85.5's and 12.0:1 with better ignition precision would get that over 200whp. Maybe after nationals.

https://www.miataturbo.net/attachmen...ine=1378187047

Thats actually a 190whp ~1.8l Miata. All motor ~80whp increase from stock. I'm impressed.

Want.

is that small bump up top worth the 25-30rwtq loss at ~4K?

Read the earlier post understand why. Basically, gearing on track never puts me below 5000rpm.

fair enough. i stopped reading when i saw all the pretty pictures :)

I wonder how much tuning the ITB trumpet lengths would massage the torque shape.

Not that you care since you're hanging out in 8k land.

It's just one of many parameters to get wrong.

Inspiring power curve :party:, I have "some" dyno work to do... :noob:

Duration of the cams (understand if you want to keep that info)?

Runner length has been rough tuned. It's within about 15mm of optimum now.
When we come back from nationals we'll play with that a bit more.

Cam specs:

Current 190whp plot
BP4W - Integral
In 274° seat, .427 cam lift .014 lash (hot)
Ex 266° seat, .410 cam lift .014 lash (hot)

Previous 183whp plot
BP6D - Integral
In 266° seat, .395 cam lift .014 lash (hot)
Ex 263° seat, .385 cam lift .014 lash (hot)

Can you share who you're getting blanks for VVT heads from? or are you having stock cams welded up?

Awesome numbers btw and good luck in Utah.

we will offer blanks on our website Q1/14

That thing is begging for compression, especially on E85. Or are you trying to keep it capable to track on pump gas as well?

Classing configuration. Cams, big valves and porting gain us a lot more power than displacement and compression and we cant do all. NASA Performnce Touring rules allow a wide variety of mods but you must pick from just a few.

This would imply that you're NOT running a dyno reclass on crusher? :dunno:

No dyno reclass? Interesting...

Edit: Doh... what dan said.

Being an NB2, we don't need to. Zero point short block frees up a few valuable points for 225's and a splitter.

As the years go by I have learned to generate more power and grip with fewer and simpler mods. This knowledge enables us to use a few precious points elsewhere. Jeff Prestons 2012 TTE winning car is a brilliant example of that. 185's freed up points for aero. Small tires only last 2 laps before going off but its a TT.

The key in building a PT/TT is to not assume you "need" any particular mod to win. Review alternative setups to gain speed. That and not leaving anything on the table in free mods.