the latest version, which is half chromoly and half factory to meet
D1NZ rules, will put the issue to bed before giving the 13B up front
a little more breathing room in the exhaust housing and thus power.
Remember we mentioned that it’s been getting the beatdown
for nearly a decade? Well, it might surprise those non–rotary
converts reading this to learn that the block, even though it has
been through hell and back, is basically still numbers matching.
Sure, it’s been apart, but that was only to extract power.
All the work was undertaken at Dynopower and included
stage-two porting with only a tiny bridgeport added to the centre
plate. The factory rotors were lightened, balanced, and received
2mm I-Rotary apex seals, while the rest are all new Mazda items.
The exhaust manifold is an equal-length one, with BorgWarner’s
bad-boy EFR 9180 strapped on. The intercooler is a custom job,
as are all other coolers on the vehicle.
In 2016, the car had a big birthday, and the engine received
a bunch of sensors in the quest for knowledge. The Link Thunder
now logs turbo speed, pressure before and aft of the Borg,
exhaust-gas temperatures (EGTs), air–fuel ratio (AFR), as well as all
of the usuals. The 13B is currently making 500kW on 29psi. All that
logging is showing there is much more in it.
“On the dyno, the data shows the turbo is too small and
the motor is being corked. I’m waiting for TiAL to release its 1.45
AR V-band exhaust housing, and we will switch to that. It won’t
lose the response, but it will uncork the motor and let it breathe,”
explains Ryan.SHOES
WHEELS: (F) 18x8-inch
Rota MXR, (R) 18x11-inch
Rota MXR
TYRES: 225/40R18
Kenda Kaiser,
(R) 265/35R18
Zestino GrudgeBoth the exterior and interior,
including the chromoly roll cage, have
been resprayed with Mazda Vintage Red
Four Siemens 2400cc injectors are fed E85
by dual Bosch 044s and dual Carter lift
pumps from the Jaz fuel cell