Except that reliable 700hp V8 won't stay that way, cause racers will just turn up the power until it breaks anyway.

I'd argue that a lot of the reason they are sticking with the products that they work on and support. Both are in the business of making those cars faster, so they need to push the limits instead of taking an "easier" route. Agreed though, it's awesome, and benefits the whole community (be it miata or subaru) :bigtu:

For us it's simple. We are an NA/ NB Miata specialist so we want to go as far as we can with the BP. We have not yet reached the limits of that long block or the tub. We may find that we can't make 600whp long enough to be useful. But we do have data points of power near those levels working well.
That we have virtually no oil consumption, top end still healthy after running 400whp at 7500 rpm for a while, leads us to believe we can make it work. Bottom end is the weak link in our build and I feel it's simply our implementation. IOW, the failure is not endemic, we are simply doing it wrong. There are a few BP motors out there making 550-650whp with many runs without bottom end failure. Power density of a boosted BP is not far from an LS race motor, even when I/C and intake plumbing is factored in. But yeah, not constrained to a BP, we would build a 6.0L LS dry sumped race motor of around 700whp. Or more accurately, we would have Katech build it for us.

But yeah, if we someday win the overall and reset the production car lap record at around 1:36 with a BP, that would be a day of days.

I looked at buying a NASCAR engine at some point, 830-850 HP all day long.
With that said, it's also north of 500 Lbs and will package horribly into the nose of the car, screwing up the weight balance and aero big time...
Small boosted engines are a very good way to make power with relatively low weight and good packaging, that's why you see them on time attack cars but also on the Porsche 919 LMP1.

You see, most of the parts that regular track day enthusiasts are buying from these vendors were developed on the track because these vendors and others raced their cars. If Emilio develops additional parts that aid in high-horsepower longevity in the motors that many of us use then they will likely trickle down into marketable components. This is especially true now that we have more reliable options for transmissions.

How many sets of hood vents have been sold after they were designed by The Pass to solve a problem he was having on the track?

Thanks for all the answers. I fully understand a Miata shop building/developing/racing BP's. Makes sense. I didn't know if Can Jam was a subaru shop or what.

I think two other drivers deserve big acknowledgement from this event. Tarek Latouf (white car pictured in prior posts) ran a 1:54.857 in Limited, that's faster than I ran in my first year at SLB in 2014. Great time for a first effort (that I'm aware of) in GTA. In Unlimited RWD, Ulrik Szirka (redish car below) did a 1:51.856 in his turbo 1.6L making 380whp. I'm not sure how that engine or trans held together but that would have been the Miata lap record just a few years ago, and is the 5th fastest Miata to lap Buttonwillow 13CW today. Monster time to come out of nowhere with. Congrats to both guys.

https://photos.smugmug.com/Miata-Lap...kSzirka-X2.jpg

Thanks Ryan!

It was my first effort to run my car at SLB. i was on a pit team for the last 2 slb events, so i got to see what works and doesnt work as far as the car goes. I for sure had the wrong tire choice on my car for outright time, but getting laps in for me was the most useful thing. i clocked about 40 laps this year total after not driving the track since 2013. Worked my way down from a 2:10 a few weeks prior down to my 1:54.857 during SLB.

Next year ill come with more aero, a few tweaks and better tires for the event and see what i can put down. Shooting for sub 1:50!

Hey now! I actually went the opposite route. My SB2.2 was detuned to make > 700HP but < 800HP and I'm keeping the RPM well under the 8600 that I have dyno sheets for (compression was also dropped some so I can run it on 100 octane gas with no concern about being on ragged edge for timing). I'm hoping the sucker lives forever with Jesel valvetrain, billet crank, billet mains, Carillo rods and JE pistons, but that's because I can't afford to keep rebuilding shit AND racing. Cooling is also an issue - I did not want to deal with a V8 AND a turbo or blower and the related cooling concerns (especially in the southeast in the summer), so I made the call to stay naturally aspirated. Moti is right on the weight (about 500 lbs dressed), and my trans and diff aren't featherweights either, but I'm also starting with a bigger car. I've just made the decision to chip away at that curb weight with DIY composites little by little once it's back up and running reliably. Fortunately, the decision to run Unlimited classes regardless of series makes that a little easier. I think 2400# race weight is realistic at some point.

Honestly though, scope creep is my biggest issue. I'm beginning to think I prefer fabricating to racing...

OT, but what's the weight of a fully dressed SB2.2?

"In Unlimited RWD, Ulrik Szirka (redish car below) did a 1:51.856 in his turbo 1.6L making 380whp"

Step very carefully away from the keyboard Ryan. You are VERY close to upsetting many people here.

A mass loss of cats and potential ban are next! :)

BUT I couldn't agree more with you, incredible how the whole Miata knowledge base is steaming forward.

Our 1600 turbo (270 whp) was a LOT of fun to drive and in some ways I still miss it.

Yes, Ulrik was flying along. I enjoyed watching you all immensely. Again I'd much prefer better coverage and better announcer (he was nice but seemed to be quite biased).

My best guesstimate is 470# or so depending on how its dressed and what's been done to the block. My block has had machine work done around the pan rail that took some weight out, and while the heads are physically larger, it's close due to the amount of material missing from the ports and valvetrain area. Intake is a wash, reciprocating assembly is lighter than most (knife edged crank, etc.). External oil pump vs full dry sump saves some more weight, then there's choice of alternator, pulleys, etc. that will move the number around.

It's a 1.6 and its making about 380/380. Kids only 17 as well, dude boogies.

Oldest looking 17yr old ive ever seen. Kinda looks like Emilio actually lol.


https://cimg7.ibsrv.net/gimg/www.mia...24dfd4079.jpeg

That's his "allofit" face.

Thats unreal. Serious congrats to him!

Do we know any of the workings behind his motor? thats huge numbers from the 1600.

https://scontent-dfw5-2.cdninstagram...27801979_n.jpg

That's all I got.

What the hell, 1600 AND a carbon cannister!!!

WTF

:)

Intersting manifold.

Oh yeah - https://www.instagram.com/whatsinthatthinglol/