steveamos’s 1994 Mazda Miata MX-5

Intake Manifold ModificationsThe Cobrata's 347 cu.in. EFI stroker motor will use Airflow Research 185 heads. These have a maximum flow capability of 277 cfm. Paired with the heads is a Holley Systemax II intake manifold, rated at about 270 cfm at the same standard pressure drop.Ideally, the manifold should slightly outflow the heads so that at high rpm there is no significant drop in atmospheric pressure to feed the head ports. I therefore ported both the upper and lower halves of the manifold so that it will exceed the flow rating of the heads.In each pair of pictures below, the as-cast manifold is on the left and the modified result on the right. The next modification to the intake manifold is creation of a ceramic-coated, custom aluminum baffle plate that will keep hot oil splash away from the intake air passages. Every 10 degrees F. drop in intake air temperature equals 1% increase in power.Rough template for baffle is cut using wax paper, as its translucent character allows marking the desired shapes to match manifold contours beneath.Wax paper template is trimmed to final fit, then will be transferred to poster board for a better template.First poster board template is trial fitted, trimmed where necessary, and notations made where and how much to add on the next version, as required.Final version of the baffle template will be transferred to 5/16" aluminum sheet stock, then cut and polished to shape.

Why would someone choose this tire size for such a small car???...because of the big block Chevy in the other end, maybe?Photographed at the Car Craft Nationals car show, Minnesota State Fairgrounds, circa 2001. Not a trailer queen, either...I watched it drive around the fairgrounds. Not my car (unfortunately).

The rear differential for the Cobrata is from an early 90's Lincoln Mark VII. It's an all-aluminum, 8.8" IRS unit. When having an aluminum diff rebuilt, it doesn't cost much extra to have the shop glass bead blast the housing and cover after the basic clean-up. The resulting finish looks better-than-new. Before mounting the finished diff, clean the housing and cover spotless with a paint prep solvent, then spray with clear engine enamel. It will retain its good looks for a long time.Quite a change from the way the core was received:

Parts for the V-8 Miata ConversionI've been researching and accumulating the necessary parts for the V-8 conversion for nearly two years. I probably have about 80% of everything needed at this point, and am beginning work on sub-assemblies. Some of the parts I've chosen are shown below, divided out into service groups.Rear axle assemblyThe rear drive system is based on a Lincoln Mark VIII/Ford 8.8" IRS assembly. The differential housing is aluminum, bead-blasted and clear-coated. All bearings and seals have been replaced. 3.27 Ford gears were installed, along with a Zexel Torsen gear-drive limited slip unit, the T2-R high bias racing version. CV axle assemblies are based on Ford T-Bird units, with custom, shortened connecting shafts from Panache and special outer CV boots for shock absorber clearance. The stock Miata hubs were rebroached to fit the Ford axles. New Mazda rear wheel bearings, MazdaSpeed heavy-duty wheel studs, and all grade 8 hardware insure durability. MazdaSpeed 40% durometer carrier mounting bushings and polyurethane front diff housing bushings will improve control of the housing under high torque loads. The rear differential hanger and front torque plate were also fabricated by Panache in San Marcos, CA. Braking systemThe added performance potential of the car with 4 times the original HP and torque requires the best in braking systems. Discs are Wilwood Racing 11" ventilated rotors with Wilwood Dynalite front brake calipers and bigger, RX-7 rear calipers. A Wilwood adjustable brake proportioning system will be used to balance the system. Installation of these Wilwood components is possible due to the custom, "big brake" kit from Panache, which includes custom-machined, lightweight anodized aluminum alloy rotor hats and mounting brackets, plus all hardware. Hawk HPS pads will be employed, as well as MazdaSpeed braided stainless steel brake lines at all four corners. A new Mazda 929 power brake booster and master cylinder will ensure powerful braking with minimal driver effort. When the great brakes make the owner overconfident, the air horns warn other drivers of impending doom.Electronic engine controlsFord Racing Performance Products supplied the main EEC-IV computer wiring harness, the engine harnesses, sensors and relays package, and speed sensor connector harness. Mass air meter and air filter are Pro-M 80mm. SIA Electronics furnished the refurbished and reprogrammed engine control computer. Hidden at the left edge of the main wiring harness (it rolled off of the bubble wrap bag before the photo) is a genuine Honda S2000 "Start Engine" push-button switch to "set the mood."Oil, Cooling, and Fuel groupAeromotive anodized billet pieces include high-volume fuel rails, in-line fuel filter, and remote-mount fuel pressure regulator. Large fuel cooler is for return fuel line, will be mounted ahead of radiator. 32 lb/hr. fuel injectors are a /- 3% matched set from Accel, Bosch type design. Fuel pump is a 255 LPH Walbro high pressure model with Miata mounting kit. Oil filter sandwich adapter will allow adding a remote oil cooler and 3 quart oil accumulator. Blue HD silicone hoses kit from FRPP. Summit Racing provided two chrome brackets for routing hoses. Moroso 3 quart oil accumulator, remote solenoid valve, and mounting brackets assure that engine will always have oil, and that oil pressure will always be supplied to the engine prior to starting. Suspension and SteeringNew, complete, manual rack and pinion assembly. Racing Beat sway bar system including tubular front bar, solid rear bar, HD chassis brace, all polyurethane bushings, heim joint sway bar links, new upper control arms with ball joints, KYB AGX adjustable shocks, Ground Control adjustable coilovers with Eibach racing springs, new front hubs with wheel bearings, four 40% durometer upper shock mounts from MazdaSpeed. Heavy-duty steering alignment bolts and cams from MazdaSpeed. New shock boots with bump stops will be trimmed to fit the AGX shocks. Complete car set (28) of MazdaSpeed 40% hardness suspension bushings.General InteriorInterior is highlighted by custom Katskinz leather seat covers, solid black leather with perforated yellow leather center inserts. "Cobra V8" insignia is embroidered just below headrest. All seams are double-stitched in matching sunrise yellow thread for accent. Matching leather door panels have same highlight stitching. RCI seat harnesses are employed. Both seats will have inflatable, adjustable lumbar supports and dual-stage seat heaters. 11 Autometer Carbon Fiber gauges keep tabs on everything. Empty Autometer box in picture is for the differential oil temperature gauge; it was sent back to Autometer to have special, custom 10 ft. thermocouple installed. Billet shifter and custom Italian leather shift knob. Tunes by two pair of Infinity Kappa speakers and a high-power Alpine head unit. Only a couple strips of the complete, new carpet and floor insulation set from Moss Motors are shown. Not shown is a Momo Corse leather wrapped steering wheel and Racing Beat double loop chrome bar, as they've already been installed in the car. Engine dress-upA number of polished aluminum goodies will brighten up the engine compartment. Polished 3G 130 amp alternator insures keeping up with the electrical demands. Weiand reverse rotation water pump provides high volume.Engine and Ancillary partsEngine comes out of hibernation from it's plastic engine bag for a beauty shot. 347 cubic inch bored/stroked small block Ford. Balanced and blueprinted in Ford Racing B50 Sportsman block. AFR 185 heads with upgraded valves and springs, custom angle-milled for 55cc chambers, and heli-coiled threads. Scorpion roller rockers. ARP 7/16" rocker studs and ARP poly-locks. Custom roller cam by Ed Curtis at FlowTech Induction. Scat 4340 forged crank, Probe lightweight, forged 4340 I beam rods with floating pins (fully CNC profiled, polished, shot peened, and fitted with ARP 7/16" 220,000 lb cap screws), Forged SRP pistons with center dish provide 10.35 to 1 compression, JE rings, block leveled, squared, and zero decked, drilled/tapped for 1/2" ARP head studs, every fastener in and on engine is ARP, Clevite 77 bearings, 9 position billet true-roller timing set, Probe 5/8" billet steel Track Dominator main stud girdle with ARP main studs, fully ported/polished Holley Systemax II manifold, Accufab 75mm throttle body and EGR spacer, Romac SFI harmonic balancer, SRE Pro-Torque mini-starter, MSD pro-billet 5.0L distributor, FRPP plug wires, MSD Digital 6-plus CD ignition, MSD coil, MSD ignition harness. Custom ceramic-coated headers by Panache. Fidanza 13.5 lb. aluminum flywheel with billet steel friction surface, Centerforce Dual Friction clutch, Tremec bellhousing, B&M Supercooler for engine oil, Fel-Pro and Earl's gaskets, Reider Racing adjustable billet timing pointer, Goza Racing billet aluminum overflow tank, new Motorcraft A/C compressor and clutch, misc. engine brightwork from FRPP, March, Weiand, and PA Performance. Desktop Dyno 2000 (inputting actual head/manifold flow figures and actual cam timing) says 447 HP @ 5500-5800 rpm and 473 lb/ft at 3900 rpm. Should provide a "noticable increase" from stock...aTremec TKO-600 transmissionI have one of these newly designed and recently launched units on order...or should I say, eternal back-order. Should be worth waiting for with close-ratio, 2.87 low gear set, special .82 road-racing overdrive gear, Hurst-built billet shifter, and factory-rated for handling 600 lb/ft torque. Tremec manufactures both this TKO-600 and the ubiquitous T-5; the new TKO-600 is rated by the manufacturer to handle 100% more torque than the T-5.Back-up PlanA complete NOS nitrous system awaits installation, for those "difficult highway passing situations." Even if the motor misses the Desktop Dyno projection by a full 10%, a very mild, 80HP shot should take it to over 500 honest HP. That should scoot the 2650 lb. roadster right along.Are you wondering what the stuff in the lower part of the picture has to do with the price of tea in China? The twin cats pictured will need all 9 of their lives when Mr. Happy starts passing Gas. The Evans waterless coolant has 375 degree boilover protection, which may come in handy when the smallblock is booming out the heat from producing over 500 HP.

NEW HOME FOR THE HOT LITTLE V-6!The "Little Engine That Could" is happy and excited, as it's getting ready to make a journey to a new home where it will become the heart of...a Miata! Just what it had always hoped for.Motor being prepped for shipment. Heads are placed on the block, and will be bolted down snugly but not torqued for the journey. Will cover the valve train with steel rocker covers for protection, and ship the shiny new chrome valve covers in original packaging to insure they arrive unscathed. New owner gets a complete front dress setup from a short engine compartment '86 Jeep that came with the GM V6, for ease of installation into the Miata. Included is the alternator, AIR pump, power steering pump, air conditioning compressor, pulleys, belts, steel brackets, and nice aluminum mounting castings. Starter goes along to get things cranking.Those aluminum castings on the front dress look dull and grungy from age, but a quick shot with the glass bead blaster and a rattle can of clear engine enamel can transform them into some very dressy looking pieces to set off the front of the engine compartment. Look at the "before and after" photos of my aluminum differential below on which I used this simple and inexpensive restoration process: Along for the ride is this shorter, used 2.8L oil pan, 90 degree oil filter block mount (for limited clearance instatllations), and oil pump/pickup assembly (in case the replacement pan�s pickup is a different dimension than the stock 3.4L). This will allow the new owner to mount the 3.4L stroker motor low and rearward in the Miata chassis. I PROMISE to clean this nasty, oily mess before shipping it...ick!This little motor will be revving high, clean, and reliably with top of the line Crane Gold Race roller rockers, Crane rocker studs, ARP head studs/nuts, and ARP rod bolts/nuts. All the fasteners are premium 190,000 psi grade.The new motor came from GM on a motor shipping pallet. I'm "remodeling" the original and adding on to make room for shipping all the extra items in the same crate. The dark colored wood is the original GM pallet; the light colored wood is my �addition� under way. I'll also be building a complete "cage" enclosure around everything to keep the Samsonite gorilla or sticky fingers from ruining the fun. Just getting started here, but fortunately for this shipping process, I�m probably a better carpenter than mechanic�Ha! With the pallet base, engine cradle, and corner posts completed, the bagged engine is lowered into place. Three large boxes of supporting parts fill out the rest of the space in the crate. A 2x4 framework gives strength to the structure and provides mounting bosses for the multiple struts that will hold the engine and all parts from moving during shipment. Struts can be seen looking straight down from the top (photo on right) Completed framework is covered with 1/2" plywood stress-skin panels for super structural strength and protection during shipment. Top is covered with continuous 2x6 cross slats for both structural rigidity and ability to withstand any heavy load placed on top of the crate. Everything is assembled with 5/16" lag bolts and hardened deck screws.Completed crate with built-in chain lift system can be easily moved about, loaded, and unloaded with an engine lift. I love building things "hell-for-strong!" This one should survive anything but a direct nuclear hit or a plague of termites of Biblical proportions. A truck rollover MIGHT make it open one eye and yawn...

This page shows a mock-up of fitting the 3.4L Chevrolet OHV 60 degree V-6 into the Miata. It was just lowered into the empty bay to get an idea of how it would fit. The K-member (front subframe) was held up into position for reference. The bay looks more cluttered than it would in final form as the stock Miata air conditioning system, power steering pump, and other ancillaries are just cable-tied off to the sides awaiting the Ford V-8 that will actually be installed in this particular car.Ready? Up and over, down she goes, where she stops, nobody knows!This view from the driver�s side shows that the sheet metal frame gusset near the firewall would need to be trimmed about an inch or so in order to move the engine back to where the bell housing surface was closer to flush with the firewall. (In the V-8 installation, it must be almost completely removed). With that done, the engine could be moved almost 3 inches rearward from where it is shown in the pictures below. This would improve weight distribution and handling. It�s good to know that there is plenty of room forward, in case the engine needed to be shifted a bit in order to get an ideal fit with headers that ran back under the car in the normal fashion.This high view from the front shows just how much room there is for headers/exhaust system, a blessing compared to the tight clearances with the V-8 installation. I regret when I took these photos that I did not think of this so that I could try it, but I have a new set of Hooker Super Competition 1.5� headers that were meant for an �84-�86 Jeep Cherokee with the GM 60 degree V-6. They have been Jet Hot 2000 ceramic coated. They hug the block pretty tight and discharge downward by the bellhousing. I believe that it is likely that the passenger side header would fit this vehicle with no modification at all, and that the driver�s side could probably be adapted by cutting and modifying any tubes that interfered with the steering shaft. This would be a much lower cost alternative to a completely custom set of headers, and would get the exhaust back within the frame rails in the normal passenger car fashion.This view from the front shows that the height looks workable. The oil pan on this engine could be swapped for an earlier model 2.8 and gain about 3/4" additional vertical clearance if it were needed. This view makes me smile; the proportions look kind of like a small block Chevy V-8 in a late 60's Chevelle...it's a nice, comfortable fit.The passenger side view below again accents the plentiful front to back space, and the 3 inches that the engine could be moved rearward by trimming the sheet metal firewall gusset. This view also illustrates some of the nice room for headers left by the narrow engine configuration.Compare the way the engine compartment looks with the 3.4L V-6 from the passenger side (photo above) versus a same-perspective shot of a carbureted Ford 302 V-8 (photo below). While you have to love the American V-8, it is a much, much tighter fit. A mild, nearly stock V-8 like this might actually make no more horsepower than the fully-modified V-6 which should produce ~240 horsepower in very streetable tune. The biggest difference, of course, is in torque - the V-8 will make around 300 lb/ft. where the V-6 will only make around 225 lb/ft. However, with proper gearing, over 100 lb. less weight, better weight distribution, and the ability to readily put all the power to the ground, this V-6 would make a very fun swap.

1986 Jeep Wagoneer LimitedThis is the vehicle that I was in the process of restoring prior to being seduced by the "dark side" of the V8 Miata. It was purchased brand new by my lovely lady/significant other. She drove it as her daily transportation until the oil pump failed and spun a rod bearing in the motor. She kept it in great condition, and never drove it off-road.Especially nice is the fancy leather interior with dual power bucket seats, embossed with the "Limited" logo on the seat backs, and very fancy trim, door panels, leather-wrapped alloy steering wheel, full gauges, etc. It's really trimmed out like a luxury car. It also came with power everything...literally every option the factory made...including the tow package which provided heavy duty brakes, 4.10 ratio axle gearing, and generally heavy-duty components. It has the Select-Trac full-time 4-wheel drive transfer case upgrade; the automatic transmission was fully rebuilt only 18,000 miles ago (including a new converter). I've always thought the styling... grill, headlights, etc. of the '86 Limited was the most attractive of all the years and models of the XJ. Picture on the right shows the grill, trim, engine, wiring, etc. removed from the front in preparation for restoring the engine compartment to new condition. When new, the vechicle received a complete, professional rustproofing & undercoating. I stripped off the undercoating with a 3000 lb. pressure washer, and found the chassis was not at all rusty. Some black chassis paint would make the underside like new again. When Minnesota vehicles are not in use, we keep 'em in the deep freeze to preserve 'em. Unfortunately, the passenger side doors have been the victim of all the salt used to battle the snow. They could be repaired, but the low price of new door skins makes that a better, and permanent, solution. I purchased many top quality accessories to finish out the restored vehicle, such as the Old Man Emu full suspension system seen here. Nothing else rides or handles as well. Expensive, but worth it. The modified 3.4L V6 seen on a previous page on this site was originally purchased to replace the original 2.8L motor. It's a straight bolt-in, and with the modifications will produce about 240 horsepower. Would be a really fun Jeep!

This photo shows a mid-80's Ford Turbo 2.3L 4 cylinder that utilizes a factory oil to water cooler. You can see it sandwiched between the block and the oil filter. A 5/8" bypass line moves coolant through the heat exchanger, bringing the oil up to desired temps quickly, and helping to mitigate high oil temps that could cause lubrication failure. This should be a bolt on conversion for the Ford Windsor V8 engine family. I purchased one of these units intended for the Turbo motor to experiment with application on my 347 stroker V8 (destined for the Miata). It is constructed of a series of internal baffle plates that have been furnace welded to create a unitized, heat-exchanging assembly. I plan to use this unit in conjunction with a remote oil/air cooler and an Accusump reservoir for pressure insurance.

Yankee Ingenuity triumphs again! Picked up my new 347 stroker V8 motor at the truck terminal. They slid it into my pickup with a fork lift...cleared my topper by 1/4". Egads! Now how do I get this puppy out without a fork lift??? When finesse won't do, brute force saves the day! With the help of the old oak tree, log chain, strong rope, and the ol' Dodge in 4-Low...out she comes! By golly, it worked! Cut the carton away, remove the bubble wrap, and we're ready to bring in the engine hoist to lift 'er free!

Page oneThe Raw Material 1994 Mazda Miata Roadster. Living in Minnesota where cars have about a 5 year life before rust puts them on the body and chassis lightening program, I went to Florida to find this beauty that has never seen salt and snow. The body, paint, and interior are in outstanding original condition. Always garaged, washed, waxed, and meticulously dealer maintained, it looks, runs and drives amazingly like new even though it shows 95K miles on the clock. Soon to receive a transplant of a 345 cubic inch, 425 horsepower, fuel-injected Ford stroker V8, Tremec TKO 5 speed, and aluminum 8.8" independent rear suspension/center section from a Lincoln Mark VIII. Zoom Zoom!!?! Momo leather & alloy wheel. Seats are out for installation of custom leather upholstery...black w/perforated yellow inserts and "Cobra V8" embroidered below headrest. Matching leather door panels & new carpet coming, too. Installing Momo alloy racing pedals and double loop roll bar tomorrow.

Man & Machine Reunited:Well, darn, it won't fit in the Miata. That's my Dad standing next to a Pratt & Whitney 18 cylinder radial aircraft engine that we discovered by accident in a remote, small-town NY museum. Dad worked at the Kansas City P&W assembly plant in the early 1940's and helped to build this very engine. He installed cylinders and the rotors for the internal supercharger. It made 2400 horsepower @ 1600 rpm (that's only about 7500 lb./ft. torque)!!! We're talking VERY wide tires here... Dad says they ran them at full throttle with open exhaust on the test stand; sounded like huge thunder that never stopped. Rattled windows for six or more blocks, occasionally broke a few. Says he can close his eyes today and still feel the ground shaking.Dad then went off to fight WWII on the ground; this motor fought in the air. Now, man and machine stand reunited after six decades! Things made of the right stuff can last a very long time...(both of them).No, Dad didn't help with this one. Shorter, but still a bit too big to squeeze under my little aluminum hood...sigh. However, ANYTHING with 24 cylinders and 3000 horsepower deserves an honorable mention! I wonder, if I had about a 24 foot boat...

Prior to being bitten by the V8 conversion bug, I had planned to install this Chevy 60 degree, 3.4 liter V-6 in the Miata. It's a GM Performance Parts long block with numerous modifications and aftermarket speed equipment. The 60 degree V-6 was designed by GM to put V-6 power in the physical space of a 4 cylinder. The 12 inch ruler in the photos gives perspective on just how diminutive the short block really is. The measuring tape shows the engine to be about 18 inches and change from the bell housing mounting surface to the water pump mounting surface. Using a short-nose vee-belt water pump would allow fitting this engine in a very short space. Even when the heads are added to the engine, the 60 degree design keeps the engine very narrow, as shown again by the 12 inch ruler. Key to making this engine make power is complete porting/polishing of the intake and exhaust ports. Combustion chamber work includes a multi-angle valve job and back-cut valve heads; exhaust valves a set high on the seats for good low-lift flow. Chambers also have work on the tight side radius to unshroud the valves at low/mid lift. The intake manifold was extensively ported, radiused, blended, and port matched to maximize the flow available from the 390 cfm Holley 4-barrel carb. All head and manifold work was performed by Total Engine Airflow. Expected output, according to TEA and also DesktopDyno 2000, is about 240 HP at the flywheel, 225 lb/ft torque. This is with a very mild, custom cam speced by TEA and only 9 to 1 compression. With this combo, perhaps 25 streetable horsepower are given away in exchange for a very broad, strong torque curve that should make this lightweight roadster a blast to drive in any situation.Check out the photo of the complete engine mock-up on the next page!

5.0L Ford V8 compared to Chevy 3.4L 60 degree V-6The short, 8.2" deck small block Ford V-8 is one of the most compact of all American V8 engines. Although my Ford engine on the left is bored & stroked to 347 cubic inches, it is externally identical to all 260 - 302 cubic inch V-8 Fords. The small size of this V-8 has made it possible...with significant modifications to the vehicle...to adapt the engine to the M1 Miata. Now, look at the 3.4L Chevy V-6 on the right...it will make 240 HP in an incredibly small, light, and compact package! It would be an ideal candidate for a lightweight Miata swap.Looking down on top of the engines shows both the length and width differences of the two engines.In the picture below, the bellhousing surfaces of both motors have been aligned to a straight edge to show the dramatic difference in length of the two engines. The little V-6 would be a shoe-in for custom, long tube headers, and would work nicely with a reasonable cost, heavy duty Miata radiator mounted in the stock location. Not only is the little V-6 about 110 lb. lighter, but its weight would mount further rearward in the chassis for very nice front/rear weight distribution.The GM 60 degree V-6 engine family also includes a DOHC variant in 3.4L displacement. While this engine produced the most stock output of any in this family (215 HP), it is absolutely HUGE compared to the pushrod members of the family. The photo below is from a salvage yard, with the DOHC engine next to a pushrod version. With my modified yet streetable 3.4L pushrod engine able to make at least 240 FWHP, I know which one I'd rather put in MY lightweight Miata...The very large size and increased weight of the DOHC engine design generally holds true across the board. Below is a Ford 4.6L DOHC V-8 next to a 5.0L pushrod V-8. The multi-valve, OHC engine design is no doubt the wave of the future...but for packaging strong, lightweight, compact, and reliable HP into a small package I find the 60 degree Chevy V6 or Ford 5.0L V8 hard to beat in their respective classes.

Solution to the "Car with no wheels!"Working on a project car in a limited work space can be a challenge once the drive train, suspension, etc. is removed. I decided to construct a dolly to allow the car to be easily moved about the shop...even in and out of the shop...while disassembled.Here is the dolly unit going together. It is made from 2x6 prime lumber, cross lag-bolted in several directions to form an extremely rigid structure. Width and length of the dolly matches the Miata unibody "frame rails." 1x4 side rails prevent dolly from slipping out of position once in place on the frame. Wheels are ball-bearing cast iron full swivel type from Northern Tool. Final construction step was to apply some 2" angle iron centered at either end. This will allow the floor jack a sturdy lift point to raise first one end and then the other of the dolly in order to put the car back on jack stands whenever desired, and roll the dolly back out from under the car.Car sitting in garage on jack stands.Dolly is rolled into place under frame.Wooden "T" structure made from 2x6 lumber allows floor jack to lift at sill junction, first one side of the car then the other, to remove jackstands and sit car down on chassis dolly. All jackstands removed; car on dolly.Car gets rolled out in driveway on the dolly; eagerly anticipating its first wash in several months.Dolly allows one-handed movement of car to any position, any angle desired within the workshop; very convenient!Bet you didn't know about the secret "Mazda-Ford" factory V-8 project going on somewhere in Bloomington, Minnesota. S-h-h-h...don't tell!Coming soon to a cruise night near you...

NEW HOME FOR THE HOT LITTLE V-6!The "Little Engine That Could" is happy and excited, as it's getting ready to make a journey to a new home where it will become the heart of...a Miata! Just what it had always hoped for.Motor being prepped for shipment. Heads are placed on the block, and will be bolted down snugly but not torqued for the journey. Will cover the valve train with steel rocker covers for protection, and ship the shiny new chrome valve covers in original packaging to insure they arrive unscathed. New owner gets a complete front dress setup from a short engine compartment '86 Jeep that came with the GM V6, for ease of installation into the Miata. Included is the alternator, AIR pump, power steering pump, air conditioning compressor, pulleys, belts, steel brackets, and nice aluminum mounting castings. Starter goes along to get things cranking.Those aluminum castings on the front dress look dull and grungy from age, but a quick shot with the glass bead blaster and a rattle can of clear engine enamel can transform them into some very dressy looking pieces to set off the front of the engine compartment. Look at the "before and after" photos of my aluminum differential below on which I used this simple and inexpensive restoration process: Along for the ride is this shorter, used 2.8L oil pan, 90 degree oil filter block mount (for limited clearance instatllations), and oil pump/pickup assembly (in case the replacement pan�s pickup is a different dimension than the stock 3.4L). This will allow the new owner to mount the 3.4L stroker motor low and rearward in the Miata chassis. I PROMISE to clean this nasty, oily mess before shipping it...ick!This little motor will be revving high, clean, and reliably with top of the line Crane Gold Race roller rockers, Crane rocker studs, ARP head studs/nuts, and ARP rod bolts/nuts. All the fasteners are premium 190,000 psi grade.The new motor came from GM on a motor shipping pallet. I'm "remodeling" the original and adding on to make room for shipping all the extra items in the same crate. The dark colored wood is the original GM pallet; the light colored wood is my �addition� under way. I'll also be building a complete "cage" enclosure around everything to keep the Samsonite gorilla or sticky fingers from ruining the fun. Just getting started here, but fortunately for this shipping process, I�m probably a better carpenter than mechanic�Ha! With the pallet base, engine cradle, and corner posts completed, the bagged engine is lowered into place. Three large boxes of supporting parts fill out the rest of the space in the crate. A 2x4 framework gives strength to the structure and provides mounting bosses for the multiple struts that will hold the engine and all parts from moving during shipment. Struts can be seen looking straight down from the top (photo on right) Completed framework is covered with 1/2" plywood stress-skin panels for super structural strength and protection during shipment. Top is covered with continuous 2x6 cross slats for both structural rigidity and ability to withstand any heavy load placed on top of the crate. Everything is assembled with 5/16" lag bolts and hardened deck screws.Completed crate with built-in chain lift system can be easily moved about, loaded, and unloaded with an engine lift. I love building things "hell-for-strong!" This one should survive anything but a direct nuclear hit or a plague of termites of Biblical proportions. A truck rollover MIGHT make it open one eye and yawn...

Parts for the V-8 Miata ConversionI've been researching and accumulating the necessary parts for the V-8 conversion for nearly two years. I probably have about 80% of everything needed at this point, and am beginning work on sub-assemblies. Some of the parts I've chosen are shown below, divided out into service groups.Rear axle assemblyThe rear drive system is based on a Lincoln Mark VIII/Ford 8.8" IRS assembly. The differential housing is aluminum, bead-blasted and clear-coated. All bearings and seals have been replaced. 3.27 Ford gears were installed, along with a Zexel Torsen gear-drive limited slip unit, the T2-R high bias racing version. CV axle assemblies are based on Ford T-Bird units, with custom, shortened connecting shafts from Panache and special outer CV boots for shock absorber clearance. The stock Miata hubs were rebroached to fit the Ford axles. New Mazda rear wheel bearings, MazdaSpeed heavy-duty wheel studs, and all grade 8 hardware insure durability. MazdaSpeed 40% durometer carrier mounting bushings and polyurethane front diff housing bushings will improve control of the housing under high torque loads. The rear differential hanger and front torque plate were also fabricated by Panache in San Marcos, CA. Braking systemThe added performance potential of the car with 4 times the original HP and torque requires the best in braking systems. Discs are Wilwood Racing 11" ventilated rotors with Wilwood Dynalite front brake calipers and bigger, RX-7 rear calipers. A Wilwood adjustable brake proportioning system will be used to balance the system. Installation of these Wilwood components is possible due to the custom, "big brake" kit from Panache, which includes custom-machined, lightweight anodized aluminum alloy rotor hats and mounting brackets, plus all hardware. Hawk HPS pads will be employed, as well as MazdaSpeed braided stainless steel brake lines at all four corners. A new Mazda 929 power brake booster and master cylinder will ensure powerful braking with minimal driver effort. When the great brakes make the owner overconfident, the air horns warn other drivers of impending doom.Electronic engine controlsFord Racing Performance Products supplied the main EEC-IV computer wiring harness, the engine harnesses, sensors and relays package, and speed sensor connector harness. Mass air meter and air filter are Pro-M 80mm. SIA Electronics furnished the refurbished and reprogrammed engine control computer. Hidden at the left edge of the main wiring harness (it rolled off of the bubble wrap bag before the photo) is a genuine Honda S2000 "Start Engine" push-button switch to "set the mood."Oil, Cooling, and Fuel groupAeromotive anodized billet pieces include high-volume fuel rails, in-line fuel filter, and remote-mount fuel pressure regulator. Large fuel cooler is for return fuel line, will be mounted ahead of radiator. 32 lb/hr. fuel injectors are a /- 3% matched set from Accel, Bosch type design. Fuel pump is a 255 LPH Walbro high pressure model with Miata mounting kit. Oil filter sandwich adapter will allow adding a remote oil cooler and 3 quart oil accumulator. Blue HD silicone hoses kit from FRPP. Summit Racing provided two chrome brackets for routing hoses. Moroso 3 quart oil accumulator, remote solenoid valve, and mounting brackets assure that engine will always have oil, and that oil pressure will always be supplied to the engine prior to starting. Suspension and SteeringNew, complete, manual rack and pinion assembly. Racing Beat sway bar system including tubular front bar, solid rear bar, HD chassis brace, all polyurethane bushings, heim joint sway bar links, new upper control arms with ball joints, KYB AGX adjustable shocks, Ground Control adjustable coilovers with Eibach racing springs, new front hubs with wheel bearings, four 40% durometer upper shock mounts from MazdaSpeed. Heavy-duty steering alignment bolts and cams from MazdaSpeed. New shock boots with bump stops will be trimmed to fit the AGX shocks. Complete car set (28) of MazdaSpeed 40% hardness suspension bushings.General InteriorInterior is highlighted by custom Katskinz leather seat covers, solid black leather with perforated yellow leather center inserts. "Cobra V8" insignia is embroidered just below headrest. All seams are double-stitched in matching sunrise yellow thread for accent. Matching leather door panels have same highlight stitching. RCI seat harnesses are employed. Both seats will have inflatable, adjustable lumbar supports and dual-stage seat heaters. 11 Autometer Carbon Fiber gauges keep tabs on everything. Empty Autometer box in picture is for the differential oil temperature gauge; it was sent back to Autometer to have special, custom 10 ft. thermocouple installed. Billet shifter and custom Italian leather shift knob. Tunes by two pair of Infinity Kappa speakers and a high-power Alpine head unit. Only a couple strips of the complete, new carpet and floor insulation set from Moss Motors are shown. Not shown is a Momo Corse leather wrapped steering wheel and Racing Beat double loop chrome bar, as they've already been installed in the car. Engine dress-upA number of polished aluminum goodies will brighten up the engine compartment. Polished 3G 130 amp alternator insures keeping up with the electrical demands. Weiand reverse rotation water pump provides high volume.Engine and Ancillary partsEngine comes out of hibernation from it's plastic engine bag for a beauty shot. 347 cubic inch bored/stroked small block Ford. Balanced and blueprinted in Ford Racing B50 Sportsman block. AFR 185 heads with upgraded valves and springs, custom angle-milled for 55cc chambers, and heli-coiled threads. Scorpion roller rockers. ARP 7/16" rocker studs and ARP poly-locks. Custom roller cam by Ed Curtis at FlowTech Induction. Scat 4340 forged crank, Probe lightweight, forged 4340 I beam rods with floating pins (fully CNC profiled, polished, shot peened, and fitted with ARP 7/16" 220,000 lb cap screws), Forged SRP pistons with center dish provide 10.35 to 1 compression, JE rings, block leveled, squared, and zero decked, drilled/tapped for 1/2" ARP head studs, every fastener in and on engine is ARP, Clevite 77 bearings, 9 position billet true-roller timing set, Probe 5/8" billet steel Track Dominator main stud girdle with ARP main studs, fully ported/polished Holley Systemax II manifold, Accufab 75mm throttle body and EGR spacer, Romac SFI harmonic balancer, SRE Pro-Torque mini-starter, MSD pro-billet 5.0L distributor, FRPP plug wires, MSD Digital 6-plus CD ignition, MSD coil, MSD ignition harness. Custom ceramic-coated headers by Panache. Fidanza 13.5 lb. aluminum flywheel with billet steel friction surface, Centerforce Dual Friction clutch, Tremec bellhousing, B&M Supercooler for engine oil, Fel-Pro and Earl's gaskets, Reider Racing adjustable billet timing pointer, Goza Racing billet aluminum overflow tank, new Motorcraft A/C compressor and clutch, misc. engine brightwork from FRPP, March, Weiand, and PA Performance. Desktop Dyno 2000 (inputting actual head/manifold flow figures and actual cam timing) says 447 HP @ 5500-5800 rpm and 473 lb/ft at 3900 rpm. Should provide a "noticable increase" from stock...aTremec TKO-600 transmissionI have one of these newly designed and recently launched units on order...or should I say, eternal back-order. Should be worth waiting for with close-ratio, 2.87 low gear set, special .82 road-racing overdrive gear, Hurst-built billet shifter, and factory-rated for handling 600 lb/ft torque. Tremec manufactures both this TKO-600 and the ubiquitous T-5; the new TKO-600 is rated by the manufacturer to handle 100% more torque than the T-5.Back-up PlanA complete NOS nitrous system awaits installation, for those "difficult highway passing situations." Even if the motor misses the Desktop Dyno projection by a full 10%, a very mild, 80HP shot should take it to over 500 honest HP. That should scoot the 2650 lb. roadster right along.Are you wondering what the stuff in the lower part of the picture has to do with the price of tea in China? The twin cats pictured will need all 9 of their lives when Mr. Happy starts passing Gas. The Evans waterless coolant has 375 degree boilover protection, which may come in handy when the smallblock is booming out the heat from producing over 500 HP.

The rear differential for the Cobrata is from an early 90's Lincoln Mark VII. It's an all-aluminum, 8.8" IRS unit. When having an aluminum diff rebuilt, it doesn't cost much extra to have the shop glass bead blast the housing and cover after the basic clean-up. The resulting finish looks better-than-new. Before mounting the finished diff, clean the housing and cover spotless with a paint prep solvent, then spray with clear engine enamel. It will retain its good looks for a long time.Quite a change from the way the core was received:

Why would someone choose this tire size for such a small car???...because of the big block Chevy in the other end, maybe?Photographed at the Car Craft Nationals car show, Minnesota State Fairgrounds, circa 2001. Not a trailer queen, either...I watched it drive around the fairgrounds. Not my car (unfortunately).