Originally Posted by patsmx5

Correct, CARB approved 90-03. We ALMOST made the 04-05, just barely missed one value. If we had installed a new cat on that car before, it would have passed no problem.

A great thing about these kits, if you run them as designed, they just work. We have several customers who have run their kits for 10, 15, even 20 years. Some have put over 100k miles on their stock motors with our kit. 5 minute belt change every 50k miles. As far as forced induction kits go for miata's, FFS is the definition of install and drive.

The E-cool setup has it's pros/cons.

The pros are it's simple. You connect two wires to it and hook up a fuel hose. No intercooler, piping, electric water pump, water, heat exchanger blocking airflow, etc. Very simple. And for the group of people who appreciate simple/reliable and not max power, it's great. It also keeps weight down. Adding air/air or water/air would add more weight over the nose of the car. This setup weighs like 1 or 2 pounds tops. And it keeps the throttled volume really low, so it idles and drives as well as a stock Miata. Air/air intercooled supercharged setups suffer from higher throttled volume. And we use E-cool to double the stock fuel systems size, so running a lot more boost on the stock ECU/injectors is now possible. Our kits run 10psi out the box, but are capable of much more.

Downside is that cooling power is limited compared to an intercooler. On 91 octane on a 01+ motor, 10-12 psi is all it's good for. Now lower compression and 93 octane? They have more potential for higher boost and more power. Or add water/meth. Or run E85 and now you can make as much power as you want. We have some people making 260-280whp on stock motors with E85, and a few running built motors over 300whp on E85.

One thing that has improved, we switched to the 6th gen Eaton TVS900 supercharger. The huge benefit on the TVS900 is they are wayyyy more efficient. So when you run higher RPM and higher boost, the MP62's efficiency falls off a cliff and blows a lot of hot air. All our kits now ship with the TVS900 which maintains higher efficiency, lower charge air temps, and as you push the revs and boost, they maintain their higher efficiency much better than the older generation MP62s. This makes a big difference for folks who want to make more power or track their cars.

Could we have put an intercooler core in the intake manifold? Maybe. But it would be more complex, heavier, and more expensive.

Later in 2026, I plan to put a built motor in my 10AE, and find the limits of the FFS setup on 93 octane and E85.

Originally Posted by 2ndGearRubber

Great info, thank you. Interesting to know power can go up from the CARB kit estimate, ~190whp? I completely understand not wanting a coolant containing core in the intake, when those leak it's very annoying.

What's the formula for making more power than the CARB approved setup with a happy stock OBDII ECU? 12psi, 93 octane, car is a stock 10:1 2001 BP6D - is that the 190whp situation? Or is that above and beyond the 190whp estimate on the site? Having driven ~225whp supercharged cars with lower than stock rear end ratios - I think that's a great output. Maybe I'll have to go clutch shopping. What's the feedback strategy? If it knocks, hope to stock sensor catches it? Or just keep the timing soft enough it should never knock?

Originally Posted by patsmx5

Our kit here: Miata Supercharger Standard Kit – fastforwardsuperchargers shows a dyno from a 2001 make 192whp. That's 10psi on 91 octane. Also that is with the MP62. I suspect our kits today with the TVS900 would put up slightly better numbers. And our CAI is a bit better now too, which may help. I may dyno my 99 10AE this week, we'll see. We use the stock mazda knock sensor/stock ECU. But generally speaking, the tune is safe enough that it never knocks.

01+ motors on 91 octane in very hot environments are the worst case scenario and have the lowest safety margin. I'm in TX, so while it's hot, we have 93 octane and my 99 motor is 9.5:1 not 10.0:1, so touch lower compression, and no VVT. So that's a better setup for making power.

Originally Posted by patsmx5

Correct, CARB approved 90-03.
...
Could we have put an intercooler core in the intake manifold? Maybe. But it would be more complex, heavier, and more expensive.

Originally Posted by codrus

Can you confirm whether or not the CARB EO applies to the California emissions (2 cat) 99-00?

As far as the intercooler core in the manifold goes, BEGI/FM tried that a couple decades ago with the Ubercharger kit and couldn't make it work. They wound up redesigning the manifold to have inlet/outlet to an air/air intercooler instead.

--Ian

Originally Posted by sonofthehill

Awesome Glad to see you doing this Pat. In my opinion this guy is one of the most knowledgeable guys here. Super cool and honest too.
Again Patrick, if you ever need a place to stay near SF, you are welcome here, you have my info.
I am here to say, Pat can be trusted and knows his stuff!
The CARB EO is very appealing.