New BBR Mazda MX-5 turbo kit
Here it is! Latest MX-5 gets 252hp and 236lb ft from BBR's new turbo upgrade
We've already experienced (and enjoyed) BBR's naturally aspirated tuning on the ND MX-5, but now it's time for the big power gains with this turbo kit. While the numbers will invariably be first priority - 252hp at 7,150rpm, 236lb ft at 3,250rpm, 155mph and 60 in five seconds - the development of this turbo installation is very interesting too.
Why no supercharger? It doesn't work well with the Skyactiv-G engine, BBR's Neil McKay citing "high parasitic losses" as the problem. The charger would need a lot of boost for the power gains, which would be incompatible with the standard MX-5's high - 13:1 - compression ratio. A single-scroll turbo was also rejected; the 4-2-1 exhaust manifold of the MX-5 is very complex, to exploit exhaust scavenging technology, but a single-scroll turbo creates a lot of back pressure and lacks any potential for exhaust scavenging.
Therefore a low pressure twin-scroll turbo has been used, said to work "harmoniously" with the standard engine and delivering good power with modest boost pressures. The Stage 1 conversion runs at 7 psi, with a bespoke billet compressor and low inertia turbine for the best response possible.
The engine's internals are untouched, with the additional tweaks as part of this kit comprising a new exhaust manifold, a stainless steel downpipe, an intercooler, a dump valve, a K&N induction kit and an upgraded Starchip ECU. The various pipes and lines around the engine have been switched too.
BBR also claims that all Mazda electronic features are retained, with MOT emissions compliance guaranteed and warranties from 12 to 36 months. The kit is fully reversible as well.
And the price? £4,395 plus VAT, or £4,995 as a 'drive in, drive out' kit at BBR in Brackley. The cheapest 2.0-litre available on PH at the moment is this Soul Red car at £17,750. And if just 250hp simply won't do, then let BBR have the last word: "With internal upgrades to the Mazda engine we know that considerably more power is available - the BBR technical team is already developing future stages to exploit this." We'll keep you posted...
When do you have a test drive/video planned?
It would also be helpful if you mention the price of the suspension, wheels, exhaust upgrades in the article as well (or the follow up) so we can get a flavour of the cost of a 'complete' BBR conversion.
An 'affordable', warrantied and convenient 250bhp/ton 2 seater is a very seductive proposition. I suspect Caterham may be getting a little nervous.
With bike engines in the 90s,people were sticking extra gaskets below the barrels, or thicker head gaskets, or low comp. pistons (around 8:1) to get compression below 10:1
With bike engines in the 90s,people were sticking extra gaskets below the barrels, or thicker head gaskets, or low comp. pistons (around 8:1) to get compression below 10:1
With bike engines in the 90s,people were sticking extra gaskets below the barrels, or thicker head gaskets, or low comp. pistons (around 8:1) to get compression below 10:1
I dont know why anyone would go for the Fiat 124 with its turbo engine when you can get the mazda with an NA lump
With bike engines in the 90s,people were sticking extra gaskets below the barrels, or thicker head gaskets, or low comp. pistons (around 8:1) to get compression below 10:1
I dont know why anyone would go for the Fiat 124 with its turbo engine when you can get the mazda with an NA lump
With bike engines in the 90s,people were sticking extra gaskets below the barrels, or thicker head gaskets, or low comp. pistons (around 8:1) to get compression below 10:1
Anyway..... three things let them do this because even with NA engines you'd be running into issues that high if you didn't do something different.
1. Long 4-2-1 exhaust manifold. Stops hot gases from one cylinder appearing at the exhaust ports of a another. Keeps the in-cylinder charge temps down (away from auto-ignition).
2. Piston tops are not flat, they have a sort of pent-roof shape but then a flat bit on the top with a bowl cut into it. Imagine a simplistic drawing of a volcano. The purpose of this bowl really it to constrain where the ignition takes place. They want it to take place right in the bowl and not anwhere else. I.e. with auto-ignition/knock the mixture might start ignition at a hotspot else where on the piston top before the spark goes or end gases may go pop before the flame front reaches them. With this design they are confining the initial stages to a small space to reduce the likely-hood of the above. (that is my understanding anyway).
3. Direct injection. Its higher pressure than might be typical too and with a carefully designed spray pattern. Expanding fuel vapor introduced into the cylinder later in the compression has a cooling effect and gives it less time to get hot from compression. Again keeps the mixture down away from auto-ignition temperatures and delays contact with any hot-spots on piston/cylinder periphery.
If you like NA engines...don't fear Mazda has you covered. They are continuing this line with SkyActiv 2 which will be 18:1 and make use of HCCI combustion regimes.
They're entirely different propositions.
Caterhams are obviously great on track, but you really have to want to go for a drive in one on the road. A fantastic event sure, but it's a right faff on. Much like having to put your leathers etc on before going out for a bike ride. That and sitting at roundabouts, head below door handle height of cars, imagining getting T boned/rear wheel being smashed into your pelvis.
Ah crap, I've just realised I'm a hairdresser...!
It's not the one I would have, but you asked the question, that's the answer.
Caterhams are obviously great on track, but you really have to want to go for a drive in one on the road. A fantastic event sure, but it's a right faff on. Much like having to put your leathers etc on before going out for a bike ride. That and sitting at roundabouts, head below door handle height of cars, imagining getting T boned/rear wheel being smashed into your pelvis.
Ah crap, I've just realised I'm a hairdresser...!
There's a real sense of occasion strapping yourself into a proper harness, attaching the steering wheel and just going for a drive. You might only manage it a dozen times in a year, but Caterhams around the country sit in garages waiting for these days.
I'm sure a BBR Mx5 would go well (and this does look brilliant), but it doesn't have the special something that a Caterham has!
In the Mazda engine direction injection and efficient exhaust scavenging are the main enablers for the extra high compression ratio.
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