What's that old saying? One person's loss is another person's gain. Well, that sure is the case when it came to the previous owner selling this 1989 Mazda MX-5 (Miata). Having had an aftermarket turbo kit put on the li'l convertible, he endured no end of problems with pinging and otherwise poor running. It was a disaster. The car was then hand-balled to Paul Brell of Sydney's BD4s, where it was soon recognised there was no use trying to sort the mechanical mess that had been slapped together. Instead, a clean-sheet answer came in the form of a Stage 2 turbo kit from Melbourne's AVO (Advanced Vehicle Operations). The kit comprised a T25 Garrett turbocharger, electronic boost controller, extra injector system and a front-mount intercooler. It went on like a breeze.
With the MX's new turbo kit now producing around 40 percent more power than stock, the next phase of development was focussed on further increasing power in addition to reliability. The first step was to strip the 1.6-litre DOHC four down to accept Ross forged pistons (giving a static compression ratio of around 7.5:1). Following this came the power-pulling hardware. On went a '320hp' AVO Garrett roller-bearing turbo (boosting to around 1 Bar), a big K&N pod air filter, a Link programmable (MAP sensed) ECU and Toyota 4A-GZE injectors.
With a substantial 142 rear-wheel kW now being pumped out by the MX-5, the owner was then forced to sell up due to the imminent arrival of a new baby. And it was Mr Paul Brell who put his hand up to do 'the right thing' and kindly take the vehicle off his hands - for a mere $20,000. Ah well, you receive presents... you give presents...
With a burning desire hit the track in the little open-top racer, Paul took up the reins and upgraded the previously overlooked area of braking. Off came the stock Laser-sized brakes and on went big 330mm AP discs and 4-pot calipers, together with larger rear discs with re-positioned calipers (to evenly distribute brake bias). Braided brake lines ensure maximum efficiency between the pedal and the calipers.
The suspension also got a massive upgrading. AGX 8-way adjustable dampers and aftermarket Japanese springs are installed front and rear, with a Whiteline adjustable front swaybar allowing some effective handling alterations.
The engine then scored an oil catch can, a HKS blow-off valve and a Mazda Cosmo 20B fuel pump in the fuel tank. The exhaust system was also fiddled around with - there's now a full 2½-inch stainless system with the tailpipe positioned in the centre of the rear bar. It's a look that took no external inspiration - it came about after "the boys" at BD4s simply got excited.
It was Ford's big-banger Cobra, however, that gave the idea for those twin blue-on-white race stripes. Don't they look absolutely tops? These stripes are augmented by aftermarket front and rear spoilers (fitted by the previous owner), Volk-style 17-inch 6-spoke alloys and Toyota Camry clear side markers.
There was a stage where the boosted four was getting a little hot under the collar, so Paul also installed bonnet vents, a massive aluminium radiator (with twin 12-inch Davies Craig fans), front-mount oil cooler (which can be seen behind cut-outs in the front bumper) and a bigger-and-better air-to-air intercooler. The new unit is a Plazmaman tube-and-fin core that was fitted by HyperTune. Samco silicone hoses are used throughout the system.
With power now nudging up to 180kW at the back wheels, the torque capacity of the standard clutch would've proved next to useless. The car now employs a heavy-duty pressure plate with a 4-puck brass button sprung-centre clutch. This ensures max torque gets to the rear tyres, but - unfortunately - the factory 5-speed gearbox isn't too chuffed about the task it's been lumbered with. When we photographed the car, third gear was completely blown apart and the rest of the gears didn't sound too healthy either. It has since been replaced by a gearbox containing shot-peened gears. A later model Mazda MX-5 diff - of the Torsen LSD variety - apportions drive torque left to right.
Most recently have come the additions that allow the MX-5 to be safely used on the racetrack. Inside Paul is held in place by a Sparco Evo 2 race seat and a harness. The bonnet, too, is safely kept in place by a pair of pins.
It's obvious Paul is very happy with how the car performs on the track. There's enough useable power to shove the lightweight MX-5 at considerable pace, the brakes - especially the Race Brakes RB74 pads - inspire confidence, and the handling is, well, modified MX-5. The chassis is very responsive to driver inputs, with a trace of turn-in understeer followed by power oversteer (if you want it). The Dunlop D10Js grip the bitumen very well in dry and damp conditions.
But is it fast? You bet. Professional driver Warren Luff has punted the vehicle around several racetracks and achieved some impressive times - 1:06 at Wakefield, 0:48 at Oran Park and 1:45 at Eastern Creek. The fastest WRX in the local Rex club matches the MX's time around Wakefield and a Porsche GT3 with race slicks matches its Eastern Creek time.
Like any true race vehicle, however, the car now shows a few battle scars. The nosecone and rims are a bit chipped after Paul's business partner "had a daydream and went through the kitty litter".
"Ah well" he says, "that just makes it look tough, doesn't it?'"
We couldn't agree more.
Contacts:
BD4s
+61 2 9879 3322
HyperTune
0402972674
AVO (Advanced Vehicle Operations)
+61 3 9584 4499
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