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Last few details before it comes back home. I think we'll start on 15x10's with 245/40 RT660's for most stuff. Might experiment with 15x11's with 275 Nankangs on 285 Vitours for autocross.
Speaking of the Vitours, I'm guessing that you all have tested them already, no? With sizes equivalent, are they the stickiest 200tw tire available right now? Sorry if this derails the thread at all, just looking for new tires before March, so I thought I'd ask.
Its highly likely that this is the same effect causing throttle bodies to break.
Absolutely does. JDM NB2 is internally identical to USDM NB2 other intake and exhaust manifolds plus a single tuned mass damper hanging off the TB. USDM redline is 7,000, JDM redline is 7500. Thanks for sharing the data on the turbo vibration.
Jacob,
Haven't tested the P1, but Andy Hollis has and published at GRM. Much better controls than the test you linked.
No intentions on selling those EFR turbo braces? Anyone wants to produce them? I’ll buy. My trackspeed kit got itself loose too. All the bandaids failed slowly.
No intentions on selling those EFR turbo braces? Anyone wants to produce them? I’ll buy. My trackspeed kit got itself loose too. All the bandaids failed slowly.
Too small a volume for us these days. As a community service I posted the detailed pics in the hopes that some small shop will make a run. Same with the front frame rail brace. But yeah, it solves a major issue with turbo BP's. Tran is right about the triangulation. If you take out the gravity component and just look at the load vector of the entire structure, the turnbuckle should be angled outward a bit. I saw it from the perspective of turbo weight with a fulcrum the turbo studs as opposed to the head studs.
Surprised no shop has offered one yet.
Not to continue the thread derailment but I'd buy one as well if any prospective suppliers happen to be reading this thread.
Real excited to see what lap times OGK will put down at the local tracks when finished. I know it's too early and too many factors to call it yet, but do you guys have any rough projections for SOW, CW13, or WSIR times?
Real excited to see what lap times OGK will put down at the local tracks when finished. I know it's too early and too many factors to call it yet, but do you guys have any rough projections for SOW, CW13, or WSIR times?
I love theory crafting..
We have a few data points from other fast NA/NB Miatas, notably our previous builds.
Bullet was the most sorted. 380whp give or take, 2300 lbs, 245/40 A7, good downforce, AZ6.
OGK will have another 60whp or so, weigh around 2000 lbs, have less drag and a bit more downforce.
SOW should be 1:14-1:16
BW13CW around 1:42
WSIR around 1:25
Laguna 1:30-1:33
But who knows. This car is a bit uncharted territory in terms of weight distribution, polar moment, center of gravity, center of pressure, aero drag, downforce..
Those... those were the projections I was looking for. Exciting numbers. Even if just ballpark. I know the end goal is to have a fun (that word might be an understatemant) HPDE car but has any thought been given to racing it at all? Even a low 1:43 would have won Unlimited class at GTA Buttonwillow last year...
Those... those were the projections I was looking for. Exciting numbers. Even if just ballpark. I know the end goal is to have a fun (that word might be an understatemant) HPDE car but has any thought been given to racing it at all? Even a low 1:43 would have won Unlimited class at GTA Buttonwillow last year...
Personally, my W2W racing days are over. BTWT. Might do some TT's here and there. No plans really. Job 1 is the toy that our crew gets to share on the a few trackdays when the weather is nice.
Absolutely does. JDM NB2 is internally identical to USDM NB2 other intake and exhaust manifolds plus a single tuned mass damper hanging off the TB. USDM redline is 7,000, JDM redline is 7500. Thanks for sharing the data on the turbo vibration.
Jacob,
Haven't tested the P1, but Andy Hollis has and published at GRM. Much better controls than the test you linked.
i hate to be the one to call out like this but the pistons are different. Weight and compression. It’s not much but since we are getting into a technical topic we should have good information.
i hate to be the one to call out like this but the pistons are different. Weight and compression. It’s not much but since we are getting into a technical topic we should have good information.
Every other part inside the engine is the same. Just 10.0:1 vs heavier JDM 10.5 to 1 piston. Heavier piston would otherwise require a lower redline, not higher. I think thats interesting. Maybe a subject for for a new thread.
Windshield was really for its life on the street. That will be a baseball cap and sunglasses so I want a safe space behind there. I'm assuming I'll need a separate open wheel helmet with the aero shaping/devices to mitigate helmet lift on track. We have the luxury of being able to play around with shields, deflectors and various airflow devices to help reduce lift and buffeting. It'll be a learning experience for sure.
Nope. We did not ask for a spare and no plans to produce anything on this build for sale. Maybe a few people will be inspired to build something similar.
i hate to be the one to call out like this but the pistons are different. Weight and compression. It’s not much but since we are getting into a technical topic we should have good information.
Piston weight aka primary engine balance on an L4 is essentially cancelled out. I say essentially, because there is a small rocking couple generated, since there is a distance between the cylinders moving in opposing directions. However, the heavier JDM pistons would be worse.
Renderos Racing says come get it. OGK is coming home.
The shop rollers are 15x8 with 205's. Base set up for track will be 15x10 with 245/40. Suspension in pics is some old proto shocks set up for 5" pinch weld on a 2400 lb car so it's sits pretty high on OGK that's probably closer to 1800 lbs in these pics.
02-05-2024, 10:03 AM
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