There is pretty much no way they could mass produce that header, take a look at its shape, I really don't think there are any CNC mandrel benders that could make those primaries are there?

Maybe there are viable production techniques that could produce those headers at a close to realistic price, but even then the market is way to small to make any money off the production.

If you want one so bad, make your own, Keith gave everyone a very good look at how to do it.

 

this is true... except for in my case haha. high idle just adds character.

 

Yeesh. So much arguing.

The gains on that header were dynoed against a Racing Beat on the same engine. Blue is the crazy header, red is the RB. This was not the final race tune, but it's a direct comparison.
Dyno chart

Note that the engine was built to be reliable above everything else, thus no ITBs and with safe timing numbers on 91 octane gas. ITBs are great for throttle response (real throttle response) but they're a pain in the butt to deal with when you have a big cam and large altitude changes. This car is also set up to have a wide torque spread, and it raced with different cams than used in that dyno chart.

Here's the engine (in race spec) against a 1.6 Voodoo II. Dyno chart. In this case, the naturally aspirated car would be faster And actually, the Targa car is faster than any other Miata that has ever run on our local track. Period.

But more importantly, for the Targa Newfoundland, the rules penalize turbo Miatas pretty badly. I was running in the same class as rally-prepped Honda Civics. A turbo Miata would be in the same class as a factory rally EVO with a factory driver and a Group B quattro! So going N/A wasn't a difficult decision.

There are no plans to put that header into production. The amount of time involved would make it prohibitively expensive. It took me two months to design and build.

 

welcome to the forum.

 

this is amazing. This makes me want to build or have a header built.
I hear you on this. I thought i was just bad at tuning, but every time I make a long drive through mountains, my afr starts acting up once I start to increase in altitude beyond a certain point. I just have a switch that switches fuel maps to manage this problem right now and it works pretty well. Its interesting to find out that that's just a general issue with ITB's.
Also, just look at that curve. Its beautiful.
damn. I totally understand why though. Thanks for responding!

 

Keith,

I've been looking at the dyno charts. I notice that both of your hp graphs have a noticeable dip from 3500 to 5000. Is this attributed to the design of the header or the profile of the cams?