2015 WRX Gets an Upgraded Turbo

After having an unfortunate situation with our 2015 WRX at just shy of 5,000 miles on the clock, we figured we’d make the most of the situation. After doing a fully built forged motor, we decided to use the old engine as a jig to make a turbo system. For this one we used a GTX3076R, same as the FA20 BRZ we built last year. With a powerband that hits from 4000-6500, it’ll be perfect for the track. Once we have access to an upgraded HPFP, we should be able to stretch that powerband to 7500+. Until then we’ll use water/meth injection on the street to get the higher numbers, and simply limit boost at high RPMs for the track. On with the show….


The turbo sitting on the jig. We used a merge collector for this prototype, along with just plain mild steel pipe for ease of modification. This is schedule 40 stuff so it will hold up to even track use.


The downpipe has “production” welds. The reservoir tank is some scrap aluminum we welded together so we can get the dimensions needed.


Here you can see the full setup, downpipe is a catless unit with an auxiliary wideband.


As with any stainless piece, we backpurge the entire pipe. Time consuming and expensive, but it means no corrosion down the road and unrestricted flow.


The final layout. Utilized the stock top mount location (upgraded intercooler here though) and very low profile. Even the stock intake scoop fits!


The charge pipe. We are using a TiAL Q BOV, with a tee fitting that will be used for water/meth injection later.

After driving the car a few things became clear. The TiAL BOV opens up under idle vacuum, which is normal for this valve. Converting to speed density solved the tuning issues resulting from that. Thanks to EcuTek, we have the RaceROM functionality which allowed a full speed density conversion which runs as smooth as OEM. Amazingly enough the VE table they supplied worked 100% dead on compared to our MAF tune. This allows us to run a softer spring and minimize compressor surge and preserve our turbo.

Now for the most important thing, how driveable is this GRX3076R on a 2.0l? Actually, it is not half bad. It makes much less boost below 3500 compared to the stock turbo, but this turbo at 5 psi is more fun than the old at 12 psi at 3000 RPM. So yes, slower below 3k, about even 3-3600, then completely takes off after 4k. Meat of the powerband is 4500-6500. After that the direct injection runs out and we have to drop off the boost. Hopefully we will see some upgraded HPFP upgrades soon, if not then the Aquamist water/meth system we have waiting for us in the box will go a long way to maximizing the powerband.

Posted in Builds, News, Products, WRX/STI/FXT

MZR/Duratec Oil Filter Relocation/Oil Cooler Plate

We’ve been at it again with CAD. This time we addressed a weakness of the Duratec/MZR oiling system, where the factory cast oil filter bracket can break off where the nut mounts, and leave a big puddle of oil in the middle of a track session. We’ve now made it easy to relocate your oil filter as well as add an oil cooler/turbo feed/or oil temp/pressure senders. This is 100% US made and machined, designed completely in-house.





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Posted in DISI, MX5, Products, Tech

NC MX5 Turbo Kit – Oil Feed Testing

The two prior turbo kits utilized a sandwich adapter and a banjo feed adapter. The banjo method actually works well, but it takes a good bit of effort to ensure that this connection is leak free and aligned correctly. The alternative method we have seen is the sandwich adapter. This is not something we would do given the fact that we have had customers actually lose the entire filter assembly due to the additional stress the weight of the adapter adds. Our solution is simple yet reliable. We custom machined fittings in-house that utilize the correct thread size for the factory sender, then integrated a -4 AN feed. This is the preferred method but the fitting size is not a readily available part.

Once we finished making the first prototypes we had to ensure that you couldn’t break it if you tried. So with a specified tightening torque of 15-20 lbs, we pushed it as far as it could go. Results? 106 ft/lbs before failure! Needless to say this final hurdle has been overcome!


Posted in Products, Tech

NC Miata MX5 Turbo Kit Pre-Order!

We are going live with the pre-order!


After a year in development we have our own MX5 Turbo Kit. While similar in many respects to the hybrid kit we already carry, this adds several premium features over the standard kit.

This is the first track proof setup. Thick CNC 1/2″ head flange, 3/8 turbo flange (not plasma cut 1/4″ as we have seen), precise fitment, and fully back-purged. All US made parts where possible, and genuine Garrett turbos with genuine Garrett wheels and intercoolers–not some Asian knockoff hybrids. While Bell uses genuine stuff also, we are taking a different approach with turbo inlet and IC end tanks which give us a greater flexibility for higher power applications. Manifold and downpipe designs are somewhat different as well.


Turbo options will utilize the T25 turbine housing. We’ve debated this over in great detail, however, this spring a gamechanger came around. The GTX29 series from Garrett. This puts a clipped GT30 wheel in a hogged out T25 housing. Now you can have your cake and eat it too! The same fitment with near instant spool on a 2l (GT2560r/GT2860rs) will support 550 HP with a GTX 2976r! Which is perfect for the 2.5. Best of all is it does not have the boost creep issues you see with the 30 series. So if you don’t want 12 psi, simply use the GT2860rs and it will stay under 10 pounds with the stock exhaust or 2.5″ exhaust.


A few details.

  • Base Kit: Choice of mild or 304 stainless schedule 10 tubular manifold. Fully TIG welded using precision CNC flanges. 304 stainless DP with an adapter for the stock mid-pipe or aftermarket mid-pipe.
  • Racer Kit: 321 stainless manifold. Full 3″ downpipe with a 3″ exhaust adapter (similar to our header). Tighter wastegate spring for 10-15 psi applications.
  • Turbo Options: GT280RS, any GTX series. We will be utilizing a custom housing that will clear both the 2.0 and 2.5 and custom WG bracketry to clear the block without compromising fitment.
  • Turbo Studs: Like the hybrid kit, we are using 10mm studs to prevent stretch that happens with the standard 8mm studs the T25 are set up for. Turbo and manifold mate up with 10mm OEM studs, not hardware store parts.
  • Intercooler: There will be only TWO options. 550 rated Garrett core that works well anywhere from 250-500 hp in real world conditions in street fitment, and a slightly larger core for race fitment. The setup is designed to maximize radiator efficiency.
  • Oil feed: We don’t like any current option. Sandwich adapters can leak or fall off, the banjo style is difficult to setup and can be difficult to seal properly. We imported the correct taps and dies from Australia to ensure we’re not going to have that problem. Our unique fittings are completely leak free when installed properly, and are much easier to install than others.
  • Battery: can be relocated to the trunk, or you can use a small low profile battery in the engine bay.
  • Power steering and coolant: OEM location. No need to move.


So these are the basics of what we will be offering. We’ve evaluated all the other options out there and clearly there is a spot for a premium kit that doesn’t skimp on quality, but we’ve picked carefully which features to splurge on, and what is best just as it is. This is the wish list we always had for an NC turbo, and what our customers have asked for as well. With this iteration of a turbo kit, we are shooting for a perfect balance of responsiveness at 280 HP, with the potential of 550 without changing anything other than the turbo. The current form will do just that.

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Posted in MX5, News, Products

Sprintex BRZ/FR-S Pulley Selection Chart

We get this question almost daily! What pulley to run on 91 octane? What about intercooled? Can the 335 system be used on a road course? The worksheet below summarizes our experience running every version of the kit. The limitations of the system are the smaller laminova intercooler core, and the heat generated through compression. Combined with the 12.5:1 CR of the BRZ/FR-S FA20 motor, the chart below offers the best balance of knock resistance to performance gains. If your car does both double duty with e85 and pump gas, pulley changes can be made in about 5 minutes with common tools. Alternatively a map can be set up using EcuTek RaceROM to pull out more timing for pump gas operation. This allows you to run e85 at the track while still remaining relatively safe on pump gas during regular operation. For built motors, you will require a smaller pulley to achieve the same torque if dropping compression. So a 75 mm pulley on the 335 kit is nothing drastic when running 9.5:1 CR. With any of these kits, we don’t recommend dropping the compression much below 10.5:1. With the direct/port injection combination of the Toyota D4-S system and dual VVT, you can get away with a good deal of static compression and still run fairly high boost levels.


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Posted in FT86, Tech

Water/Methanol Injection & Turbo Size – Bigger is NOT Always Better

The other day we dyno tuned a turbo kit for a local customer on an MX5. Setup is an off the shelf turbo kit (shall be unnamed), injectors, fuel pump, water meth injection. The system would creep to 17 psi in the cold by 6800 RPM, once warm, 14 psi. This latest time he had brought it over to get water meth put in, and an EBC to just set the boost to 14 psi as it was creeping there anyway. This system unfortunately uses a 3″ downpipe from the turbo back, and an oversized GT30 turbo. The vehicle is a high compression 2.0l (10.8:1) and very limited space to put in a larger wastegate. For this reason a 2.5″ downpipe and a T25 flanged turbo is much more appropriate. Initially we tuned it over the winter working around the boost creep issues. That put us at 275 WHP. However we had to utilize advanced cam timing strategies and throttle management to reduce the boost creep at the top end. The plan was to do water/methanol injection come spring, and this was completed just recently. The dyno chart below shows the gains from doing just that. With the water/methanol injection, we were able to just set a level boost and not have to limit. We’re well over 300 to the wheels with this combination.14psi-wmi-mx5With this setup now nearly mirroring our car from 2009/2010, we went ahead and overlaid the standard Bell Engineering turbo kit at 14 psi and water/meth injection. Both cars were running similar AFR and timing numbers, and the only difference being the turbo kit design. Now what you see is that the smaller turbo (GT28RS) makes over 50 ft/lbs more torque below 3800 RPM! So for a stock motor where you are highly unlikely to ever exceed 325 WHP, it makes very little sense to go with such a large turbo. A note on the plots: the dyno graphs are on different days under different conditions. So you if you normalize both the HP levels should be similar. However the gains down low are still 100% there.



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Posted in MX5, Tech

2.0 vs 2.5 MP62 MX5 Results!

The kit originally pioneered by Cosworth in 2007, now sold under Goodwin Racing and the Flyin’ Miata brands. Moto East has the most experience with this kit (tuning them since shortly after inception) and we are proud to be the official tuner for the Goodwin Racing version.

Recently we had a customer with the FM branded kit come in to get a proper tune. Results? 264whp/238tq. Over 220tq from 2700-6000 RPM! This car does have aftermarket (but very mild) camshafts, so that does help some (about 10hp). However there is no mistaking the 2.5l powerband here. At this boost level the MP62 seems to be keeping up just fine, with relatively mild temperature increases doing 4th gear runs on the dyno.

2.0 MP62 vs 2.5 MP62 Dyno

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Posted in MX5, Tech

2″ MX5 Header Development

After a couple of months of development we finally have a finished product. We won’t bother reposting the FB/instagram feed here but you can follow along if you’d like: https://instagram.com/motoeast/

Basically we started off by mocking up a full sized jig on the back bench. We had a 2.0 motor, a 6 speed, and pulled the alternator and motor mount from our car to test fit. Then using the 2.5 in our car, we ensured there was enough clearance for a 2.0, 2.5, and 2.5 using lowered motor mounts.


What became very apparent is that to fit 2″ tubes, you need a minimum of 6″ block to frame clearance since the only way to get equal length tubes–you have to stack 3. A typical 1.625 header only needs 4.9″. The other consideration is being able to install it without having to pull the motor.

With this in mind we went to work. After a few days of trial and error, we ended up having something that was starting to look pretty good.


However as we test fit the header, there were some minor issues that would be a deal breaker for some. The clearance to the alternator was not sufficient, the collector was touching the trans on the 2.5, and we were hitting the subframe pinch weld would would have to be notched. Not quite up to our standards. So it was back to the drawing board. We adjusted our fixture to push the collector back just a bit, and rotated it about 5 degrees to match the motor’s tilt. This allowed for more clearance to the motor mount, got us away from the subframe, and gave more clearance to the transmission bell housing. This adds some time and cost as we have to use more pieces, but well worth it for the final product.


The near finished header above is what we tested on the dyno. We’re still waiting on the a-b tabs that will hold the tubes securely to the collector, so they are just tack welded here. One of the runners (#3) we also tweaked a bit after the picture to get a straighter exit from the collector and ensure tight sealing. Our testing so far has been leak free and sounds great.


Now, the results. We took a standard 2.5 motor that we rebuilt this winter and used the same cams from our build last year. After a very abridged break-in the motor performed identical to last year on the road. We put the header on at 5pm on a Friday, and hit the dyno Saturday morning. We only managed a brief 1/4 mile drive beforehand, and the power difference was readily apparent as it spun the wheels on gear change into 3rd! The amazing thing was the torque curve. There were no dips, no peaky nature as you might expect with a large primary header. It was there 2500 and up just like the stock motor, only more of it.

After about a half hour on the dyno we settled on the following results:



199.4 to the wheels! This is just 10-15 HP off of the World Challenge cars which use a 12:1 compression ratio and very aggressive cams. If we had more time we could have hit the magic 200hp number, but we had customer cars to do and it was running out of gas. But this shows you that you can have your cake and eat it too! In the near future we will have other upgrades that will complete the picture and perhaps we will finally get to the 250hp NA figure before the end of the year.

Posted in MX5, Products, Tech

2015+ WRX CVT Results!

While some platforms have struggled to make power on this variant of the 2015 DIT WRX, we had no problems here. Pretty much matches our  6MT results, an extra 30-40 torque and 30-40 hp! Plot shows a baseline average 6MT WRX (green), best stock (red,) and best tuned (yellow/green). (edit, there is a spike that alters the peak HP, ignore the peak numbers and note the change in the graph!)



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Posted in WRX/STI/FXT

NC MX5 Miata Intake – Updated Coating

For 2015 one of the updates we have is that our powdercoating options are much improved. We now offer a unique finish on all of our 2006+ Mazda MX5 Miata intakes. This is a silver powdercoat, with an additional step, a second clear layer. This gives it a unique 3d look which is much more durable than paint. We will continue to offer the double ceramic coat as well for those who race or are in hotter climates, but for those who aren’t after every last 100th of a second, the powdercoat is a very attractive finish.

cai-new-1 cai-new-2

Posted in MX5, Products