I've got a brand new set of 245/580R15 R75 Hoosiers radial slicks for sale and an excellent set of used 245/580R15 R75 Hoosier radial slicks with only 6 laps on them........excellent prices on both...pm me

Cheaper than free?

Unfortunately us mere mortals have to pay for our stuff. You, on the other hand, are SPECIAL, therefore we can only aspire to be like you......:bowrofl:

I don't recall that in the 2012 rules. Bummer!

Remember that if you ask Greg a question about it on the forum he will ban you a potentially threaten to revoke your NASA membership. lolol

Please tell me you are joking... What is that dudes problem?!?

http://www.nasaproracing.com/rules/Super-Touring.pdf

c.) ST1, ST2, and ST3 only (not applicable to STR)
Modification of the OEM roof line is permitted, but will be assessed via a
Modification Factor in the “Adjusted Weight/Power Ratio”

Body Type: Modification of the OEM roof line/shape = -0.4

That's 5% more weight :(

I would rather take a HP hit than add weight. Maybe a mix of the two.

Arrogant Douchebag problem?

Or maybe he's been getting so many annoying e-mails for so long that he just can't handle dealing with people anymore.

They are really sensitive on the forum though, any bit of criticism (constructive or not) towards NASA is locked down in a big hurry.

Philstireservice PM'D

Checked through this thread and didn't see any info on the exhaust. Would you mind sharing now that it will be revised with the turbo? I'm curious about the details chosen when you get into 180whp range N/A.

It looks like an RB header and I'm guessing somewhere around 2.5"?

OTS RB header. We now thermal coat the exterior of the header and midpipe. Far more durable and easier to work with. Exhaust is a proprietary Supermiata "Laguna" system. Our cars are weight capped so we have taken to building very robust and super quiet exhausts for the race cars. Noisy exhausts increase driver fatigue. With a stock long block, the Borla XR-1 race exhausts work well and are a good OTS option.

Emilio, who do you use for the coating? Swain Tech? Or?

I've got to replace the 1.6 now, so I'll buy a decent (JR/RB) header and have it coated vs wrapping it.

Fastback or chop-top??

When it becomes an ST2 car it will have the OEM roofline. Too much weight to forfeit otherwise. Just being 900# lighter than the Vettes will earn about a .5# penalty already.

I know this is a super old post, but do you run water through the defroster all the time, or only on rainy days? i.e. did you put a bypass in the two hoses at the firewall to block off the heater core?

I hope to copy something similar to this for my car in the near future.

No bypass

We tested our a square top and stage 2 Integral BP6D cams (I266° seat,.395cam/E263° seat,.385cam) in our CNC head two weeks ago. E85 with 83.5mm 10.4:1 Wiseco pistons, Skunk2 TB. We started to hit the limits of that cam and square top intake manifold combo. You can see that in the red plot where it flat lines. We have seen this with other race cams on BP heads with an STB. So we fitted some 45mm TWM ITB's we have had laying around the shop for a while and made 183whp, no other changes. Closer but still needs more cam so we pulled BP6D head off and replaced it with a BP4W CNC head with cams that have another .032/.025 more lift and 12°/3° more duration. These are the same cams we made 182whp with a square top and pump gas last year with. Hoping that will get us to our target just north of 190whp.

Square top vs ITB's: Note how the numeric hp gained up top is slightly less than the losses down low with the ITB's. This is to be expected for ITB's vs a single throttle manifiold (STB). Overall though, the power area is greater with the ITB's, just shifted up about 500rpm.

https://www.miataturbo.net/attachmen...ine=1378144258

So for street, autocross, turbo, HPDE builds the STB is still the way to go. The PTE cars run a 5 speed so bigger gaps between gears require a broader powerband. Crusher runs a 6 spd x 4.3 so our gaps between gears are easily managed with a narrower band. The weaker low end power is not a concern because I don't have to race anybody in the pits. Monster torque would be nice but it's not possible within the rule constraints.

I'll try to post dynos of the BP4W CNC head and bigger cams in this pic before we leave for NASA nationals tomorrow.

https://www.miataturbo.net/attachmen...ine=1378144258

Would floss.

What class is OG Crush-loc running these days?

B

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.

:laugh: one of the best 1st posts ever

I do have to admit, it's how I feel every time I go to his website. :drool:

Now we're going to have to listen to all those hard-parking, saggy pants virgins yap about ITBs again.

*thanksObama*

Any more info on cams. 949 is going to sell blanks? And custom grinds? More info please!

Better place to ask that question:

https://www.miataturbo.net/engine-pe...00whp-n-74903/

2012 T25 dyno
 

Now that Crusher has been sold and we're not likely to ever contest PTC or E1 in a Miata again, I thought I would share some info. This was the winning config we took to T25 in 2012 for E1.
We were allowed 170whp so that's what we tuned to. This was on Sunoco 100 unleaded.

85.5mm pistons, 10.5:1, stage 2 Integral cams, BP6D head. Square top, RB header and 2.5" exhaust. Same porting and chamber work as our CNC heads.

https://www.miataturbo.net/attachmen...ine=1383707603

Now that you are spilling beans, what exactly did you guys do to that muffler that was under Crusher for the T25? I knew better than to ask at the time, but was very curious as to what was going on in there. Someone spent a lot of time sitting over that thing with a TIG

Nothing tricky. Eventually blew out the packing so we opened it up and repacked it. Added more than it originally had to help it last longer and be quieter. It was f'in heavy when it was done but the weight was down low so OK.

That dyno graph. ZOMG want.

man that plot looks more like a honda VTAK plot than anything I've ever seen on a n/a miata before lol

For all of our PT cars, we have "PTx map" and "hi-power map". The one we race with and the one we goof of with at HPDE's and ride-a-long demo events. This is the hi power map from original engine we built for 2011 T25 in E2. That motor had coated everything. It ran so cool that we ran a stock radiator and still had to block part of it off. Keith Tanner was one of the team mechanics that year and was flabbergasted by how cool it ran.

It made 174whp on CA91 in October of 2011. Probably capable of a bit more with additional tuning but we weren't after that. This engine in this dyno was capped at 148whp which we made from about 5400 to 8000. We set the fuel cut at 7600 for the 2011 25.

https://www.miataturbo.net/attachmen...ine=1383710264

So roughly 2200 and change for a comp weight at that whp?

Thankyou, I am sure there are a lot of appreciative people :)

Dann

HAHA! Ok, that's cool. I don't remember why but I had to pull that thing off the night before and then benchpress it back into place by myself with limited space. I don't remember who (probably Keith) was under there with me giving me crap while I struggled to get it on the hangers. I remember thinking "Jesus Christ, this is the heaviest GDMF muffler I've ever had to wrangle." I feel slightly more manly now :hs:

2011 T25 was 2250 IIRC. 2012 PTC nationals was 2260# with A6's. NASA added weight to that config (closed the loophole we drove crusher through) so we reclassed to 2205# for 2012 T25 but had to run without the splitter. Not enough points for our A6's but they're too soft for T25 anyway. We ran RR's for 2012 T25, SM6 (R6) for sprint races. Moved some weight around, made some tuning tweaks and ended up significantly faster than it was at Mid-O nationals so a win-win.

edit: 2250# for E2 in 2011

Ha... that was me. I don't remember why the exhaust had to come off, but I do remember that thing being a bitch to get back on! :party:

Emilio, how are you pulling so much power out with just tuning? Timing, vvt, or both? My car with diypnp and BP4W head is the only thing I've ever tuned, and I struggled to pull 5hp out to make my reclass. My timing numbers were getting lower than I was comfortable with without knowing EGTs, and adding fuel barely changed anything. I had a couple friends just do VVT swaps and their tuner said he struggled to detune their motors too, even with VVT.

That shall remain proprietary. Even Andrew doesn't know how I do it. If I showed you Super's PTE map you'd be upset. Keep thinking outside the box my friend. Sorry about mega muffler.

Didn't we have RRs last year? It was fun keeping the snoopers out of the trailer and the R1R endcap on the rack was a brilliant move!

Dang.