Well, I never thought I would be talking w/ someone like that. I have been kicking around the idea of turbo-ing my '89 VG Max and possibly getting a VE5 parts car that I may also fix and turbo later on. But what got me on the phone was when I took a test drive in a '99 Miata yesterday and started looking online for turbo Miata stuff. That's when I found BEGi- the company that specializes in Miatas and custom turbo/supercharger stuff. I clicked on the link to his amazing CB/1 project- basically a monster twin turbo V8 Cobra Replica, and when I called to ask more about it they put me on the phone with Corky.

Well, I must say, I was impressed with his knowledge as well has his gentlemanly demeanor and for taking almost 20 minutes to just talk to me about whatever- Getting starting in racing, the best Cobra replicas out there, Miatas, and one more thing....

He said the second edition of his book, "Maximum Boost", is due out in about 6 to 8 months. It should have updates and new info, so I think I will wait 'till then to get it.

Thanks for letting me share.

-Mrkanda (Mark) Fitch

 

I bought his book back in 2000 and it inspired me to turbocharger my 3rd gen. 7yrs and 400hp later I still fiend myself still using the book for reference. Good luck on your project

 

That is cool as hell. Thanks for sharing.

 

Thanks! I'm really just following in the footsteps of Max owners like yourself. I looked at your Cardomain:

Wow! Those are some impressive numbers? So, I'm guessing you got the tranny issues taken car of, since you mention on CD that 3rd gear wasn't liking over 350hp.

BTW, what's the difference between turbo-ing the VE vs. the VG? Is one more reliable than the other? I am seriously considering getting a VE5 w/ a blown head gasket. I was thinking to swap in a JY motor (saw one w/ 136k on it at the U-Pull-It yard), but was wondering if I should fix that and try to add turbo later or just turbo my VG instead. What do you think would be better, and what are some of the issues with turbo-ing the VE? Thanks.

Also, did you do all the work yourself?

-Mrkanda

 

Yeah I pretty much did all the work myself in my garage. Both engines are capable of handling moderate boost levels but I’m a little partial to the VE. Most of my issues came with increasing boost, that is when I started to encounter problems with the drive train. I have broken axels and shredded gears in the tranny ( 3rd gear has been my problem gear). The tranny still isn’t bullet proof but I think the solution may be with getting 2nd, 3rd, and 4th straight cut gears. Right now I have been using redline heavy duty shockproof fluid. Not sure how good it is for the syncros but Ill take my chances (I already broke a cry treated 3rd gear using the norm synthetic fluid in the tranny).
I have had great luck with the VE motor and have not had any catastrophic failures as if yet(knocking on wood). It just boils down to preference, just make sure that if you choose a VE you fix the VTCs. Nothing like people asking you if you have a turbo diesel under the hood.

 

Props to you for doing the work yourself! What type of tools did you use? Do you have an engine hoist? What about the piping- did you have that done by someone else?

One more thing about the VE- I've heard that the VG is a little better in the low end. Does the turbo on the VE give it better low end torque or is it more for top end power?

Thanks again.

 

That is pretty cool! I bought that book several years ago. It's a great read! If you are thinking about ever designing your own turbocharger system, you better buy that book first!

 

I did all the piping and I do have an engine hoist, but I did not get one for few yrs after the initial build. You don’t necessary need to remove the engine to turbocharger the motor. I started out with basic hand tools, a welder, chop saw, drill, and a grinder. I found it cheaper and more rewarding to buy the tools myself, (learning how to weld in the process) than having someone else do my piping.

The VE has a very strong block and shares the same rods and crank as the VG30DETT (300zx twin turbo). I think it capable of more than 500hp if tuned right. If all things were kept the same (turbo,setup,etc) I would think the VE would have an advantage to make more power and be a little more responsive at lower boost levels in the low end due to its higher compression. Then again I’m a VE guy so I’m biased

 

aftermarket 3rd and 4th gear are definitely the answer to your drivetrain breaking problems. if you do 2nd gear that means you're doing first gear too and the input shaft - which means an additional $3000 or so (on top of the ~$1500 for 3rd and 4th).

out of curiosity, have you broken 2nd gear? I've broken 3rd and 4th but I've only heard of one person breaking 2nd (you'd be the 2nd person, if you've broken it) and that guy was making way more torque than both you and I.

 

Ya, that's what I thought. I plan on it once the new edition comes out.


4signs, for the VE- the VE5 parts car I may be getting has the blown head gaskets on a motor w/ about 180k miles. If I get it do you think I should rebuild the existing motor, get one from the JY with unknown issues and 136k for about $100, or get one from 94maxshima from his parts car w/ 200+k that runs "good" for around $200?

BTW, will a VE auto LSD tranny fit on a VG engine (originally w/ auto)?

Thanks.

 

If you have the time knowledge and patience I would say rebuild the existing one. I lack some of those qualities so I would probably get the engine from 94mashima (after conducting a compression test) and probably rebuild the old one later.

 

Brad92SE and I have both broken 1st gear in our trannies. I think he killed 2nd gear one time when his wastegate got stuck and he overboosted at the track. can't remember now. But he and I have both had 1st gear failures.

 

Very cool indeed, Maximum Boost is the FI bible!

 

Interesting. I bet 1st gear was pitted all to hell and gone or 1st gear had worn through the case hardening in you guys' transmissions. That'll severely weaken the gear obviously, and it's very common in transmissions like ours that have bearing problems often and alot of miles.

 

I found some apparent damage on 1st gear when I blew 3rd gear during one of my tranny rebuilds. I also noticed that everytime something broke in the tranny the input shaft bearing needed to be replaced.

 

Yeah, it was actually 1st gear that broke at the track. It didnt break all the way from overboosting, but it was making a noise and it went about a day later. I've never broken 2nd gear, it just sustained damage from the teeth coming off the input shaft.

I have also recently broken my diff, as you and I talked about

I dont think my gears were pitted, the trans only had ~70K miles at that time. You never know though. These trannies were definately not meant to handle abuse. I'm really considering just springing for a 1-4 straight cut set as that seems to be the only solid solution.