1997 COMPETITION PARTS CATALOG

Transcription

1 997 OMPETITION ATALOG $9.00

2 ROTARY ENGINE

3 ompetition Apex eal Information arbon apex seals and Iannetti Advanced arbon seals are recommended for any engine that will see 8000 rpm and above. They weigh significantly less than the stock (cast iron) apex seals and provide lower mass, keeping the apex seal in contact with the rotor housing face at high rpm. At high rpm, the stock (cast iron) seal overcomes the spring, causing the seal to skip across the rotor housing surface, reducing engine performance. ast iron seals also can warp at high rpm. Engine Rotary Iannetti Advanced arbon Apex eals Design The two (2) spring design allows for a higher spring pressure which helps improve chamber sealing. This design feature allows the engine to be run with a higher degree of timing before TD, retarding the onset of pre-ignition or detonation and effectively increasing the engine s horsepower capabilities. The insignificant wear characteristics of the material allows the use of almost double the apex spring pressure than could be used with other stock or carbon apex seals. This capability also contributes to better sealing, thereby improving the containment of the combustion chamber pressures, which in turn, assists in preventing the onset of detonation. Material The apex seal material exhibits the following qualities: high strength, low friction and lightweight (lower than ferrous-based seals). Recent material composition improvements have been made, especially in the case of the 2 mm Iannetti apex seal used for turbo applications. The Iannetti 2 mm seal can handle over 50% more stress on the apex seal beam cross-section than the 3 mm stock seal for normally aspirated 3B engines. Benefits Provides excellent sealing characteristics at all temperatures Withstands damaging engine detonation Will not absorb moisture when engine is being stored Ideal for turbo applications Iannetti seals have been used by most major professional teams in the world: Winner of the 994 IMA World ports ar hampionship, Wayne Taylor Team Downing/Atlanta. 3rd in lass at the 24 Hours of Le Mans, Mazdapeed Team Downing/Atlanta. 3rd overall at the Rolex 24 Hours of Daytona, 996 Team Downing/Atlanta. st in lass at the 24 Hours of LeMans, Mazdapeed Team Downing/Atlanta. E-3

4 E-4 Rotary Engine omponents

5 ROTARY ENGINE OMPONENT ITEM NO. NUMBER ODE REQ. DERIPTION Apex eal, arbon (3 mm width) ENGINE TYPE YEAR 2A NOTE Requires use of competition apex seal springs. (Part ) Engine Rotary * Apex eal, Iannetti eramic (3 mm width) 2A mm width - 2 spring design. Requires use of modified springs. N A 6 Apex eal (3 mm width) 2A Includes side piece. (Part ) Apex eal, arbon (3 mm width) 3B Requires use of competition apex seal spring. (Part ZR03--04; 3 mm width) * Apex eal, Iannetti eramic (3 mm width) 3B mm width - 2 spring design. Requires use of modified springs (included). N Apex eal (3 mm width) 3B Includes side piece. (Part ; 3 mm width) * Apex eal, Iannetti eramic (2 mm width) 3B mm width - 2 spring design. Requires use of modified springs (included) * Apex eal, Iannetti Advanced arbon (3 mm width) 3B mm width - 2 spring design. eal design is similar to 903 seal, but is made for turbo applications. Requires use of modified springs. N3F Apex eal (2 mm width) 3B piece design includes side piece. (Part N A) = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) *Iannetti Advanced carbon apex seals are sold in sets of six (6) only. NOTE: arbon and Iannetti Advanced carbon apex seals must be used in conjunction with the proper apex seal springs. Iannetti Advanced arbon Apex eals require two (one short/one long) apex springs. prings come with Ianetti eramic seals. Please follow the information provide below for correct fitment and to achieve ideal sealing characteristics: 2A (Part mm) - Use Part for both springs. Inner (short) spring must be cut to 52 mm length. Outer (long) spring must be cut to 65 mm length. Taper ends to 5 degree angle. 3B (Part mm) - Use Part for both springs. Inner (short) spring 3 mm must be cut to 58 mm length. Outer (long) spring must be cut to 74 mm length. Taper ends to 5 degree angle. 3B (Part mm) - Inner (short) spring must be cut to 58 mm length. Outer (long) spring must be cut to 74 mm length. Taper ends to 5 degree angle. (NOTE: The stock Apex pring (Part N A) is used for the springs (cut inner to 58 mm length). E-5

6 E-6 Rotary Engine omponents, continued...

7 ROTARY ENGINE OMPONENT, continued... ITEM NO. NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR N A 6 ide Piece - Apex eal 3B pring - Apex eal 2A NOTE ide Piece - Apex eal 2A & 3B Not shown in diagram. For use with apex seal. (Part N A or Part N ) ide piece comes with apex seal B 6 pring - Apex eal 2A ZR pring - Apex eal 3B N pring - Apex eal 3B pring - Apex eal 3B N A 6 pring - Apex eal 3B N pring - Apex eal 3B Not shown in diagram. For use with apex seal. (Part N3F--00) ide piece comes with apex seal. For use with carbon apex seal only. For use with carbon apex seal only. For use with 2 mm Iannetti eramic apex seal. (Part & 905) Inner spring Outer spring Engine Rotary = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) TEH TIP Apex eal Tech Tips (ee page TT-3-5 in the Engine Technical Tips section of this catalog.) E-7

8 E-8 Rotary Engine omponents, continued...

9 ROTARY ENGINE OMPONENT, continued... ITEM NO. NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR 3a orner eal 2A & 3B a N orner eal 2A & 3B a N A 2 orner eal 3B a 3a 3a ZR orner eal 20B N Plug - orner eal 2A & 3B N A 2 Plug - orner eal 3B A 2 pring - orner eal 2A & 3B NT & T Oil eal et (teel) 2A & 3B O-Ring (Outer) - Oil eal O-Ring (Inner) - Oil eal 2A & 3B 2A & 3B NF pring - orner eal 3B TT ide eal - Pre-ut 2A & 3B A 2 ide eal 2A & 3B N3Y-- 2 ide eal 3B pring - ide eal 2A & 3B N pring - ide eal 3B NF pring - ide eal 3B TT olid-type NOTE 2-piece plug-type design. Requires use of corner seal plug. (Part N ) Plug not included. 2-piece plug-type seal. Plug included with corner seal. Not shown in diagram. For use with corner seal. (Part N ) Does not come with corner seal. Not shown in diagram. Plug included with corner seal. Wire-type spring. Use of Part NF0--24 recommended. Recommended for all2a & 3B applications. Retains strength under high temperatures better than wire-type design. Eliminates much of the cutting and filing required. Pre-cut to approximate length required. Engine Rotary = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) TEH TIP orner eal Tech Tips (ee page TT-6 in the Engine Technical Tips section of this catalog.) ide eal Tech Tips (ee page TT-2 in the Engine Technical Tips section of this catalog.) E-9

10 E-0 Rotary Engine omponents, continued...

11 ROTARY ENGINE OMPONENT, continued... ITEM NO. ODE REQ. DERIPTION pring - Oil eal (Front/Outer) A 2 pring - Oil eal (Front/Outer) pring - Oil eal (Front/Inner) N pring - Oil eal (Front/Inner) pring - Oil eal (Rear/Outer) A 2 pring - Oil eal (Rear/Outer) pring - Oil eal (Rear/Inner) 3 N pring - Oil eal (Rear/Inner) ENGINE TYPE 2A & 3B 2A 3B 2A 3B 2A 3B 2A 3B YEAR a Main eal (Front) 2A & 3B a N3A Main eal (Front) 3B TT ZRY--B2 2 Rotor Bearing 3B N3A--B N3A2--B N3A3--B ZR03--B Rotor Bearing Rotor Bearing Rotor Bearing Rotor Bearing Rotor Bearing 2A & 3B 2A & 3B 4b A Main eal (Rear) 2A & 3B 5 NUMBER Gasket & O-Ring ets (Not shown in diagram.) (ee page E-20.) 2A & 3B Rotor Bearing 2A & 3B 2A & 3B 3B TT 3B TT 3B TT 20B NOTE Heavy-duty spring provides increased pressure. Heavy-duty spring provides increased pressure. Not shown in diagram Not shown in diagram ompetition bearings have 0.04 inch deeper oil groove and provide inch more clearance than stock bearings. Thinner overlay material improves bearing service life. Oversized for use with 20B (3-rotor) lightweight race rotor and 3B eccentric shaft. Oil groove and clearance is identical to Part 480--, but bearing O.D. is mm larger to fit 20B rotor. ompetition bearing for 20B (3-rotor) race engine. Engine Rotary = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) TEH TIP Rotor Bearing Tech Tips (ee page TT-0 and TT- in the Engine Technical Tips section of this catalog.) E-

12 Rotary Engine omponents, continued... E-2 TEH TIP Main Bearing Tech Tips (ee page TT-8 in the Engine Technical Tips section of this catalog.) Eccentric haft Tech Tips (ee page TT-20 in the Engine Technical Tips section of this catalog.) tationary Gear Tech Tips (ee page TT-8 in the Engine Technical Tips section of this catalog.)

13 ROTARY ENGINE OMPONENT, continued... ITEM NO. NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR Main Bearing (Rear) 2A & 3B B 2 Main Bearing 2A & 3B N350-0-E02 2 Main Bearing - O/ 3B NOTE 3-window type. Recommended for any engine used at 8000 rpm and above. Increases oil flow to the inside of eccentric shaft and to rotors. Engine Rotary 7 NF0-0-E04 2 Main Bearing 3B TT NF0-0-E05 2 Main Bearing 3B TT NF0-0-E06 2 Main Bearing 3B TT NF0-0-E07 2 Main Bearing 3B TT NF0-0-E08 2 Main Bearing 3B TT NF0-0-E22 2 Main Bearing 3B TT NF0-0-E23 2 Main Bearing 3B TT NF0-0-E24 2 Main Bearing 3B TT NF0-0-E25 2 Main Bearing 3B TT NF0-0-E26 2 Main Bearing 3B TT NF0-0-E42 Main Bearing (enter) XXXXXXX 20B osmo Rotors (Front & Rear) (ee page E-24.) Rotor Housings (Not shown in diagram. ee pages E-20 through E-2.) ide Housings (Not shown in diagram. ee pages E-22 through E-23.) XXXXX XXX T=.980 mm (Yellow) T=.983 mm (Green) T=.986 mm (Brown) T=.989 mm (Black) T=.992 mm (Blue) T=.988 mm (Yellow) T=.99 mm (Green) T=.994 mm (Brown) T=.997 mm (Black) T=2.000 mm (Blue) T=.988 mm XXXX 2 N Eccentric haft 2A Eccentric haft 3B Eccentric haft 3B N Eccentric haft 3B N326--D00B Eccentric haft 3B N3A--D00 Eccentric haft 3B TT NLA Eccentric haft 20B osmo For manual transmission only 22 22a 23 tationary Gear (Front) (ee page E-25.) tationary Gear (enter) (Not shown in diagram. ee page E-25.) tationary Gear (Rear) (ee page E-25.) = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) E-3

14 E-4 Rotary Engine omponents, continued...

15 ITEM NO. NUMBER ODE REQ. DERIPTION ENGINE TYPE 25 NF0--D54 2 Needle Bearing 3B TT & 20B osmo YEAR Thrust Washer 2A & 2B NF0--D53 Thrust Washer 3B TT & 20B osmo 26 NF0--D52 Thrust Plate 20B osmo pacer 2A & 3B pacer 2A & 3B pacer 2A & 3B pacer 2A & 3B 97-9 pacer 2A & 3B pacer 2A & 3B pacer 2A & 3B NF0--D55 pacer 3B TT & 20B osmo 27 NF0--D56 pacer 3B TT & 20B osmo 27 NF0--D57 pacer 3B TT & 20B osmo NF0--D58 pacer 3B TT & B osmo 27 NF0--D59 pacer 3B TT & 20B osmo Bearing Plate 2A & 3B NF0--D5 Bearing Plate 3B TT & 20B osmo Needle Bearing 2A & 3B B 2 Needle Bearing 2A & 3B Thrust Plate 2A & 3B N390--D52 Thrust Plate 3B TT ROTARY ENGINE OMPONENT, continued Bolt & Washer - 2A & 3B tationary Gear to Engine Drive Gear - Dry ump Oil ystem 2A & 3B A Drive Gear - Oil Pump 2A & 3B N326--D75 Drive Gear - Oil Pump 3B TT NF0--D70 Drive Gear - Oil Pump 20B osmo NOTE Heavy duty 8.00 mm (Z) 8.02 mm (V) 8.04 mm (Y) 8.06 mm (K) 8.08 mm (X) 8.0 mm (T) 8.2 mm () L=8.0 mm, / L=8.0 mm, /+0.05 L=8.0 mm, +0.05/ L=8.0 mm, / L=8.0 mm, / Engine Rotary = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) E-5

16 Rotary Engine omponents, continued... E-6 TEH TIP ounterweight Tech Tips (ee page TT-6 in the Engine Technical Tips section of this catalog.)

17 ROTARY ENGINE OMPONENT, continued... ITEM NO. NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR Drive Gear - Distributor 2A & 3B & B 3 N3--D7 Drive Gear - Distributor 3B TT Drive Pulley (ee ooling ystem section, page -4.) Pilot Bearing 2A N326--D03 Pilot Bearing 2A & 3B eal - Pilot Bearing 2A eal - Pilot Bearing 2A & 3B A O-Ring 2A & 3B Blind Plug (all for Information.) O-Rings - Blind Plug (all for Information.) Key - Flywheel (Rear) 2A & 3B Key - Flywheel (Front) 2A & 3B Plug - Oil Jet 2A, 3B & 20B osmo / 6 Flywheel Bolts 2A & 3B 42a Flywheel Lock Nut 2A & 3B 42b Flywheel Lock Washer 2A & 3B Bolt & Washer - Rear tationary Gear ounterweight et - (Front/Rear) ounterweight et - (Front/Rear) 2A, 3B & 20B osmo 3B ee Notes 44a ounterweight (Front) 2A A ee Notes 44a N20--5 / ounterweight (Front) 2A a N226--5A ounterweight (Front) 2A a N ounterweight (Front) 3B a N326--D6A ounterweight (Front) 3B a N350--D6 ounterweight (Front) 3B a N3A7--D6 ounterweight (Front) 3B TT a NF0--D60 ounterweight (Front) 20B osmo NOTE Fits 974 and later eccentric shafts. Fits 974 and later eccentric shafts. Recommended for all competition engines. Replaces stock jet that uses spring and check ball, which can stick. Flywheel to counterweight Not shown in diagram Not shown in diagram. For use with competition rotors. Not shown in diagram. For use with competition rotors. Lightest counterweight Engine Rotary = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) E-7

18 E-8 Rotary Engine omponents, continued...

19 ROTARY ENGINE OMPONENT, continued... ITEM NO. NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR 44b ounterweight (Rear) 2A & 3B 44b A ounterweight (Rear) 2A b N A ounterweight (Rear) 2A b A / ounterweight (Rear) 3B b N A ounterweight (Rear) 3B b N ounterweight (Rear) 3B b NF0--52 ounterweight (Rear) 20B osmo 45 Flywheel (ee lutch & Flywheel section, pages F-3, F-8 and F-) Tension Bolt (Not shown in diagram. ee page E-24.) Tubular Dowel & O-Rings (Not shown in diagram. ee page E-24.) NOTE Modified for use with 5-/2" clutch and flywheel. Requires rebalancing of assembly if A rotors are not used. Automatic transmission Automatic transmission Automatic transmission Automatic transmission Automatic transmission Automatic transmission Engine Rotary = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) E-9

20 NUMBER ODE REQ. GAKET & O-RING ET DERIPTION ENGINE TYPE YEAR NOTE Gasket & O-Ring et 2A Gasket & O-Ring et 2A & 3B Gasket & O-Ring et 2A N Gasket & O-Ring et 2A N Gasket & O-Ring et 2A Gasket & O-Ring et 3B N Gasket & O-Ring et 3B DF-0-27 Gasket & O-Ring et 3B NT DF Gasket & O-Ring et 3B T DF Gasket & O-Ring et 3B NT DF Gasket & O-Ring et 3B T DFH-0-27 Gasket & O-Ring et 3B TT DJ-0-27 Gasket & O-Ring et 20B osmo O-Ring and eal et. (Part NF0-0-60) = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) NUMBER ODE REQ. ROTOR HOUING DERIPTION ENGINE TYPE YEAR NOTE Rotor Housing (Front/Rear) 2A Peripheral port N Rotor Housing (Front) 2A Largest exhaust ports of all stock housings. Recommended for use on side port and bridge-ported engines. Requires least amount of exhaust port grinding. N Rotor Housing (Rear) 2A ee Part N A 2 Rotor Housing NLA) 2A Largest exhaust ports (legal for A ITA RX-2 and RX-3 only) / 2 Rotor Housing (Front/Rear) 2A Rotor Housing (Front) 2A Rotor Housing (Rear) 2A Rotor Housing (Front) 2A Rotor Housing (Rear) 2A 980 N Rotor Housing (Front/Rear) 2A N Rotor Housing (Front/Rear) 2A = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) ame as Part A E-20

21 ROTOR HOUING, continued... NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE Rotor Housing (Front/Rear) 3B Peripheral port A 2 Rotor Housing (Front/Rear) 3B 974 Largest exhaust ports Rotor Housing (Front/Rear) 3B A Rotor Housing (Front) 3B A Rotor Housing (Rear) 3B A Rotor Housing (Front) 3B 978 With E.G.R. port A Rotor Housing (Rear) 3B 978 With E.G.R. port N Rotor Housing (Front/Rear) 3B GL-E Model N326-0-B0 Rotor Housing (Front) 3B NT N326-0-B50 Rotor Housing (Rear) 3B NT N332-0-B0 Rotor Housing (Front) 3B T N332-0-B50B Rotor Housing (Rear) 3B T N350-0-B0A Rotor Housing (Front) 3B NT N350-0-B50A Rotor Housing (Rear) 3B NT N38-0-B0A Rotor Housing (Front) 3B T 20B osmo N38-0-B50 Rotor Housing (Rear) 3B T 20B osmo N3Y Rotor Housing (Front) 3B TT N3Y Rotor Housing (Rear) 3B TT Engine Rotary = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) TEH TIP Rotor Housing Tech Tips (ee page TT-3 in the Engine Technical Tips section of this catalog.) E-2

22 NUMBER ODE REQ. DERIPTION Front Housing (Bridge-Ported) ENGINE TYPE YEAR NOTE 2A & 3B For GT3, R, F/Atlantic Engs. ame as Part A, but intake port has been machined on N machine to correct port timing. Finish grinding is required. Reduces hand-grinding time by approximately 50%-75% A Front Housing 2A & 3B Recommended for street-port, bridge-port & peripheral-port engines. Gas-nitrited material / Front Housing 2A & 3B B Front Housing 2A N B Front Housing 3B N Front Housing 3B NT N D Front Housing 3B T N A Front Housing 3B NT N B Front Housing 3B T N3F-0-00 Front Housing 3B TT NF0-0-00E Front Housing 20B osmo Intermediate Housing (Bridge-Ported) IDE HOUING 2A & 3B ee NOTE for Front Housing (Part ) above. ame as Part below with N porting Intermediate Housing 2A & 3B ee NOTE for Part A above / Intermediate Housing 2A & 3B 974 Largest intake port (legal for A ITA class RX2, 3, 4 only). With emission hole / Intermediate Housing 2A & 3B 975 Largest intake port (legal for A ITA class RX2, 3, 4 only). Without emission hole Intermediate Housing 2A & 3B Intermediate Housing 2A N Intermediate Housing 3B N326-0-D00B Intermediate Housing 3B NT N332-0-D00B Intermediate Housing 3B T N350-0-D00 Intermediate Housing 3B NT N370-0-D00 Intermediate Housing 3B T N3A-0-D00B Intermediate Housing 3B TT = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) Largest intake ports (legal for A ITA class RX2, 3, 4 only). E-22

23 Engine Rotary Bridge-Port ide Housing Part N Machined Bridge-Port NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE NF0-0-D50D Intermediate Housing 20B osmo (st-thick) Rear Housing (Bridge-Ported) IDE HOUING, continued... NF0-0-D00 Intermediate Housing 20B osmo (2nd-Thin) 2A & 3B Rear Housing 2A & 3B / Rear Housing 2A & 3B Rear Housing 2A & 3B N A Rear Housing 2A N A Rear Housing 2A N Rear Housing 3B N Rear Housing 3B NT N Rear Housing 3B T N A Rear Housing 3B NT N A Rear Housing 3B T N3YA-0-50D Rear Housing 3B TT NF0-0-50D Rear Housing 20B osmo = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) ee NOTE (page E-22) for Front Housing. (Part ) ame as Part below, with N porting. ee NOTE (page E-22) for Part A. Threaded water outlet hole can be plugged easily. Largest intake ports (legal for A ITA class RX-2, 3, 4 only). TEH TIP ide Housing Tech Tips (ee page TT-6 in the Engine Technical Tips section of this catalog.) E-23

24 NUMBER ODE REQ. DERIPTION Rotor (Front/Rear) 2A Rotor et (Front/Rear) = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) *Using 20B lightweight rotors (Part ZRY--B0A) in the 3B engine requires use of 3B rotor bearing (Part ZRY--B2) and rebalancing of the entire rotating assembly. NOTE: Rotor weights do not include the bearing. ROTOR - FRONT & REAR N2Y2--B0 Rotor (Front) 2A ENGINE TYPE YEAR NOTE N2Y2--B50 Rotor (Rear) 2A hrome-plated apex grooves. Approximate Weight = 4350 gm B 2 Rotor (Front/Rear) 2A Approximate Weight = 4350 gm Rotor (Front) 2A Approximate Weight = 4350 gm Rotor (Rear) 2A Approximate Weight = 4350 gm. N Rotor (Front) 2A Approximate Weight = 400 gm. N Rotor (Rear) 2A Approximate Weight = 400 gm Rotor (Front/Rear) 3B Rotor gear secured with snap-ring. Approximate Weight = 4920 gm Rotor et (Front/Rear) ZRY--B0A* N Rotor (Front/Rear) 3B Approximate Weight = 5000 gm. N3Y2--B0A 2 Rotor (Front/Rear) 3B T Approximate Weight = 4300 gm. N3Y5--B0A 2 Rotor (Front/Rear) 3B NT Approximate Weight = 4075 gm. Highest compression ratio. N3Y8--B0B 2 Rotor (Front/Rear) 3B T & Approximate Weight = 4075 gm. 20B osmo N3YA--B0 2 Rotor (Front/Rear) 3B TT A 3B 2 Rotor (Front/Rear) 3B/20B Rotor gear secured with snap-ring. hrome-plated apex seal grooves increase resistance to wear. Approximate Weight = 4260 gm. Balanced and lightened rotor set has chrome-plated apex seal grooves for durability. tock rotor gear is replaced with 330 (hardened) material and secured with pins. Approximate Weight = 4000 gm. hrome-plated apex grooves. Approximate Weight = 4350 gm. Balanced and lightened competition rotor set. (Part ) Approximate Weight = 4500 gm. Rotor gear secured with snap-ring. Lightweight rotor for 3B engines. Approximate Weight = 3750 gm Rotor (Front/Rear) 3B Approximate Weight = 5000 gm. N3Y6--B0 2 Rotor (Front/Rear) 3B NT Approximate Weight = 4300 gm. TEH TIP Rotor Tech Tips (ee page TT-8 in the Engine Technical Tips section of this catalog.) E-24

25 TATIONARY GEAR NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE A tationary Gear 2A Heat treated to resist fatigue. Use (Front) A tationary Gear (Front) tationary Gear 2A (Front) tationary Gear 3B Heat treated to resist fatigue. (Front) tationary Gear 3B (Front) N370-0-E00 tationary Gear 3B (Front) N3A-0-E0YB tationary Gear 3B TT May be used for all 3B engines as (Front) alternative to stock type. Hardened material is similar to competition version. Main bearing is a competition type multi-window design. NF0-0-E00G tationary Gear (Front) NF0-0-E20G tationary Gear (enter) A tationary Gear (Rear) tationary Gear (Rear) A tationary Gear 2A (Rear) tationary Gear (Rear) A tationary Gear 3B (Rear) N370-0-E0B tationary Gear 3B (Rear) N3A-0-EY tationary Gear (Rear) NF0-0-E0H tationary Gear (Rear) 20B osmo 20B osmo gear may be used for 3B as alternative to stock stationary gear. Hardened material is similar to competition version. Main bearing is a competition type multi-window design. 20B osmo Not shown in diagram. 2A 2A tock 20B gear is modified for use in 2A engine. Hardened material provides alternative to stock 2A gear. Main bearing is a competition type multi-window design. Heat treated to resist fatigue. Includes standard bearing. Purchase of competition main bearing required Use (Part , page E-3) ee NOTE for Front tationary Gear (Part ) above. 3B Heat treated. Includes 3-window type bearing. 3B TT ee NOTE for Part N3A-0-E0YB above. 20B osmo ee NOTE for Part NF0-0-E00G above. Engine Rotary = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) E-25

26 ompetition Tension Bolt Information A rubber insulator is bonded to these bolts at the center to dampen out vibrations at certain rpms. The insulator helps prevent bolt fatigue, resulting in longer bolt life. Before installing tension bolts, lubricate threads with an anti-seize compound. Tension bolt seals should be lubricated with oil. Be sure to torque the tension bolts in a crisscross circular pattern, starting with 8 foot-lbs. and moving in 4 lb. increments to a maximum of 25 foot-lbs. TENION BOLT & WAHER EAL NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE E50 6-8* Tension Bolt 2A B 6-8* Tension Bolt 2A A Tension Bolt 2A Long bolt E50 7-8* Tension Bolt 3B B 7-8* Tension Bolt 3B A Tension Bolt 3B Long bolt N326-0-E5 7* Tension Bolt 3B N326-0-E52 Tension Bolt 3B Long bolt N350-0-E5B 6/7* Tension Bolt 3B uses uses 7. N350-0-E50A Tension Bolt 3B Includes heat-shrink tube. N350-0-E6A Tension Bolt 3B Long bolt * Tension Bolt Washer eals 2A & 3B TENION BOLT INFORMATION *All 2A and 3B engines use a total of 7, 8, or 9 tension bolts, depending on which side housings are being used. One () of these bolts always will be longer than the others. TUBULAR DOWEL NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE B 4 Tubular Dowel 2A Tubular Dowel 3B N3A-0-B73 4 O-Ring, Tubular Dowel 2A/3B & 20B osmo E-26

27 Oil Pan / Baffle Plate Information A baffle plate improves the performance of the oil system by keeping the oil from foaming. Installed between the pan and block, the plate allows oil to deaerate by slowing its return from the engine to the pan. The baffle plate also improves the oil cooling system s heat-transfer capabilities and helps maintain the supply of oil around the oil pickup when cornering and braking. Engine Rotary Oil Pan & Baffle Plate Part and NUMBER ODE REQ. OIL PAN / BAFFLE & DRY UMP PLATE DERIPTION NFY-0-427A Gasket, Oil Pan 20B osmo Bolt - Dry ump 2A & 3B Plate ENGINE TYPE YEAR NOTE Oil Pan 2A For wet sump system. Provides increased capacity over stock oil pan. Use with baffle plate. Additional qt. capacity Oil Pan NT & T Baffle Plate 2A For wet sump system. Use with ompetition or stock pan. Use bolt B Baffle Plate For wet sump system. Use with ompetition NT & T or stock pan. Use bolt B Dry ump Plate 2A Does not include bolts. N2Y /2 Gasket, Oil Pan 2A Fitment of baffle plate requires two (2) gaskets A /2 Gasket, Oil Pan 3B Fitment of baffle plate requires two (2) gaskets. N3Y /2 Gasket, Oil Pan 3B NT & T N3YA Gasket, Oil Pan 3B TT For wet sump system. Provides increased capacity over stock oil pan. Use with baffle plate. Additional 2 qt. capacity A Dry ump Plate 3B Does not include bolts Fitment of baffle plate requires two (2) gaskets. = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) E-27

28 ompetition Oil Pressure Regulator Information Replaces the stock secondary (rear) regulator. With the use of a high-capacity oil pump, the competition regulator allows oil pressure in the system to reach 05-5 psi. Installation requires adjustment of the front pressure regulator to ensure it does not limit system pressure. Front regulator should be shimmed to /8". NUMBER ODE REQ. DERIPTION Oil Pressure Regulator - Wet ump Oil Pressure Regulator - Dry ump OIL PREURE REGULATOR / MIELLANEOU N3A Oil Pressure Regulator 2A & 3B 3B TT ENGINE TYPE YEAR NOTE 2A & 3B For wet sump system. (ee information above.) 2A & 3B For dry sump system. (Larger bypass capacity to maintain correct pressure.) tock pressure regulator for 3B Twin-Turbo provides approximately psi Oil Block 2A & 3B Block mounts on rear housing and has oil fittings to route oil back to front rotor Relief Valve - Oil 2A & 3B Relief valve includes scavenge. Pressure Oil Breather Fitting 2A & 3B NUMBER ODE REQ. DERIPTION Oil Pump 2A & 3B Oil Pump hain 2A & 3B N Oil Pump hain 3B ENGINE TYPE YEAR NOTE Oil Pump 3B Impeller width (7.5 mm). N A Oil Pump 3B NT Use Part N A for highperformance applications. N A Oil Pump 3B T Also recommended for Non-Turbo engines. NF OIL PUMP / OIL PUMP HAIN Oil Pump 2A Impeller width (5.0 mm). Oil Pump 3B TT Heat-treated gear set and shaft reduce wear. Impeller width (7.5 mm) is larger than stock oil pumps (except B). = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) E-28

29 FRONT OVER GAKET, O-RING, EAL NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR Gasket - Front over* 2A & 3B N A Gasket - Front over (Turbo - thru 6/90 only)* 3B N Gasket - Front over (Turbo - 7/90 on)* 3B T Engine Rotary N3A Gasket - Front over* 3B TT N O-Ring - Front over 2A & 3B eal, Front over (Main) 2A & 3B 97-9 N3A eal, Front over (Main) 3B TT Blind Plate - Dry ump ystem (Right ide) 2A & 3B Gasket - ump ystem Blind Plate - Dry (Right ide) 2A & 3B Blind Plate - Metering Oil Pump (Right ide) 2A & 3B Gasket - Blind Plate (Right ide) 2A & 3B *Engines operating with high oil pressure should use a gasket. Use a thin layer of silicone sealant and an O-Ring. (Part N ) an be used as a thicker o-ring if necessary. Dry ump ystems NUMBER ODE REQ. A dry sump oil system is essential in all full race engines. A dry sump system allows the engine to be mounted lower in the chassis, helps improve engine cooling by reducing oil foaming and increases the amount of oil available to the engine when the car is under high G-load conditions. We offer two (2) different dry sump systems for rotary applications. The raceproven factory front cover system and an alternative belt-driven Peterson system. DRY UMP FRONT OVER DERIPTION ENGINE TYPE YEAR NOTE Dry ump Front over 2A & 3B, 20B osmo Mazda factory system. ee NOTE below Dry ump Front over 2A & 3B Improved front cover design copies the factory dry sump, but improves oil flow by 30-40%. Uses all same fitment pieces listed below. = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) NOTE: Fitment of factory Dry ump Front over ystem requires use of the following components: Drive gear (Part ), Pressure regulator (Part ), uction pipe-left (Part ), uction pipe-right (Part ), O-Rings (Part , qty. 2), Fittings (Parts ZR03--R96 and ZR03--R98), Oil strainer (Part , qty. 2) and Dry sump plate. TEH TIP Dry ump Tech Tips (ee page TT-2 in the Engine Technical Tips section of this catalog.) E-29

30 Factory Dry ump ystem E-30 Dry ump Front over Part

31 FATORY DRY UMP YTEM ITEM NO. NUMBER ODE REQ DERIPTION Rear Pump Body Pump over Pump Gear (cavenge & Transfer) ENGINE TYPE 2A & 3B 2A & 3B 2A & 3B Engine Rotary Drive haft 2A & 3B Idle haft 2A & 3B Plunger 2A &3B Pressure (Driven) Gear 2A & 3B Plate 2A & 3B Gear 2A & 3B Pressure (Driven) Gear 2A & 3B Main (Driven) Gear 2A & 3B pring 2A & 3B O-Ring 2A & 3B Oil eal -Front over 2A & 3B Key - Drive haft 2A & 3B nap Ring 2A & 3B Alignment Pin 2A & 3B Bolt 2A & 3B tud 2A & 3B Plug 2A & 3B Bolt - Front over, Extra Long (Not hown) 2A & 3B Drive Gear - Dry ump (Not hown) 2A & 3B E-3

32 E-32 Factory Dry ump ystem Oil Piping and Miscellaneous

33 FATORY DRY UMP YTEM OIL PIPING & MIELLANEOU ITEM NO. NUMBER ODE REQ DERIPTION Pressure Regulator (For Dry ump ystem) uction Pipe (Left) ENGINE TYPE 2A & 3B 2A & 3B Engine Rotary uction Pipe (Right) 2A & 3B O-Ring - uction Pipe 2A & 3B haft - Metering Oil Pump 2A & 3B A Gear - Metering Oil Pump 2A &3B Pin 2A & 3B lip 2A & 3B Oil trainer - uction Pipe 2A & 3B Oil Pipe 2A & 3B A ZR03-4-R96 Fitting - Oil Pump (-2) 2A & 3B B ZR03-4-R98 Fitting - Oil Pump (-6) 2A & 3B Washer - Fitting (Oil Pump & Front over) 2A & 3B Fitting - Oil Pipe 2A & 3B Washer - Oil Pipe Fitting 2A & 3B E-33

34 PITON ENGINE

35 Piston et -.6 DOH Part Valve pring et, Lifter & Retainers (.6 &.8 DOH Engines) NUMBER ODE REQ. DERIPTION B F amshaft Billet - Intake B6P-2-44A amshaft Billet - Exhaust *Quantity determined when valve adjustment is performed. ENGINE TYPE YEAR NOTE.6 DOH Blank billet has unground lobes with machined journals. Not recommended for radical, high-lift cams am Pulley -.3 &.5 OH Adjustable am Pulley -.6 &.8 DOH Allows cam timing to be adjusted. Adjustable E rankshaft.3 OH Euro-market part for GT5, DR Piston et.6 DOH High compression pistons (2: ratio) for EP and GT3. (.040" overbore). Rings and pins included Piston et Piston et.3 &.5 OH High compression pistons for GT4, GT5 and DR. Rings and pins included ENGINE OMPONENT - PITON Piston et Piston et Ring et Ring et.6 DOH DOH DOH.8 DOH.6 DOH.8 DOH ee NOTE Ring et.6 DOH ee NOTE ee NOTE Ring et.8 DOH ee NOTE Ring et.3 &.5 OH ee NOTE Blank billet has unground lobes with machined journals. Not recommended for radical, high-lift cams..040" overbore pistons for A IT class Miatas. Rings and pins included. High-compression pistons (2: ratio).040" - over pistons. Rings and pins included..040" overbore pistons for A, IT class. Rings and pins included. Replacement ring set for Part Replacement ring set for Part Replacement ring set for Part Replacement ring set for Part Replacement rings for Piston et Part E-34

36 ENGINE OMPONENT - PITON, continued... NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE Valve pring et.6 DOH all for info on retainers ylinder Head - omplete.3 &.5 OH Ported and race-ready complete head. (Part E ) Incudes valves, springs, rocker arms, special order only. For GT4, GT5, and DR. E ylinder Head - Bare.3 &.5 OH FE J ylinder Head - Bare 2.0 OH Euro-market (bare) head. For GT3 class Dry ump ystem.6 &.8 DOH Dry ump ystem.3 &.5 OH B6N Valve pring et.6 &.8 DOH Heavy-duty set includes inner and outer spring. B6N Valve pring Retainer (Upper) B6N Valve pring Retainer (Lower).6 &.8 DOH &.8 DOH B6N Valve Lifter - olid.6 &.8 DOH Euro-market (bare) head. For GT4, GT5, and DR classes. E5D Head Gasket.3 &.5 OH Japan-market.5 turbo gasket provides superior sealing. pecial order. all for information. pecial order. all for information. B6N7-4-00A Oil Pump.6 DOH High volume pump fits only DOH engines. Requires use of valve adjusting discs. Eliminates HLAs KT Kit-Valve Adjusting Disc.6 &.8 DOH Includes 6 of each size (.00 mm through 2.00 mm). Plastic case included * Valve Adjusting Disc.6 &.8 DOH ize =.00 mm Engine Piston * Valve Adjusting Disc.6 &.8 DOH ize =.05 mm * Valve Adjusting Disc.6 &.8 DOH ize =.0 mm * Valve Adjusting Disc.6 &.8 DOH ize =.5 mm * Valve Adjusting Disc.6 &.8 DOH ize =.20 mm * Valve Adjusting Disc.6 &.8 DOH ize =.25 mm * Valve Adjusting Disc.6 &.8 DOH ize =.30 mm *Quantity determined when valve adjustment is performed. E-35

37 NUMBER ODE REQ. DERIPTION *Quantity determined when valve adjustment is performed. ENGINE TYPE YEAR NOTE B6N Rod Bearing.6 DOH (-.006 mm to mm) B6N Rod Bearing.6 DOH (-.003 mm to 0 mm) B6N Rod Bearing.6 DOH (0 to mm) B6N ENGINE OMPONENT - PITON, continued * Valve Adjusting Disc.6 &.8 DOH ize =.35 mm * Valve Adjusting Disc.6 &.8 DOH ize =.40 mm * Valve Adjusting Disc.6 &.8 DOH ize =.45 mm * Valve Adjusting Disc.6 &.8 DOH ize =.50 mm * Valve Adjusting Disc.6 &.8 DOH ize =.55 mm * Valve Adjusting Disc.6 &.8 DOH ize =.60 mm * Valve Adjusting Disc.6 &.8 DOH ize =.65 mm * Valve Adjusting Disc.6 &.8 DOH ize =.70 mm * Valve Adjusting Disc.6 &.8 DOH ize =.75 mm * Valve Adjusting Disc.6 &.8 DOH ize =.80 mm * Valve Adjusting Disc.6 &.8 DOH ize =.85 mm * Valve Adjusting Disc.6 &.8 DOH ize =.90 mm * Valve Adjusting Disc.6 &.8 DOH ize =.95 mm * Valve Adjusting Disc.6 &.8 DOH ize = 2.00 mm Rod Bearing.6 DOH (+.003 mm to mm) B6N Rod Bearing.6 DOH (+.006 mm to mm) B6N Main Bearing.6 &.8 DOH (-.005 mm to mm) B6N Main Bearing.6 &.8 DOH (-.002 mm to +.00 mm) B6N Main Bearing.6 &.8 DOH (+.00 mm to mm) B6N Main Bearing.6 &.8 DOH (+.004 mm to mm) B6N Main Bearing.6 &.8 DOH (+.007 mm to +.00 mm) Main Bearing ap.6 &.8 DOH ompetition 430 center steel main bearing cap is recommended for EP and GT engines. Also can be used as replacement for all main caps. E-36

38 OOLING

39 Radiator Part NUMBER ODE REQ. RADIATOR / OIL OOLER / INTEROOLER DERIPTION Radiator - Aluminum 2A & 3B Various Radiator - Aluminum Radiator - Aluminum Radiator - Aluminum Radiator - Aluminum Oil ooler Oil ooler ENGINE TYPE YEAR NOTE 2A 2A 3B TT 2A & 3B 2A & 3B TT Various Oil ooler Intercooler - Aluminum Various Aluminum Mazda factory competition radiator. Dimensions: 9-/2" high, 22-/8" wide, 2" thick. Heavy-duty bolt-in replacement for stock unit. imilar to Part an be used in conjunction with stock water/oil cooler mounted under oil filter. ame dimensions as Part Heavy-duty (.25 core) aluminum radiator is a bolt-in replacement. Equivalent to a 3-row radiator in cooling capacity. Fits models with oil cooler mounted under radiator. High-flow radiator mounts in stock location. Recommended for A IT and similar classes. Heavy-duty (.25" core) aluminum radiator is a bolt-in replacement. Equivalent to a 3-row radiator in cooling performance. Mazda factory competition oil cooler. Dimensions are 6.55" high, 22.5" wide, 2" thick (not including mounting brackets and fittings). Mounts in stock location. tock replacement oil cooler for RX4 can be used in place of stock oil cooler that mounts under radiator. This is high capacity/high flow cooler. Recommended for A IT and similar classes. Heavy-duty bolt-in replacement unit provides superior cooling and improved turbo performance. -2 = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 )

40 Fluidyne Racing Products Fluidyne Heat Exchanger Part HEAT EXHANGER NUMBER ODE REQ. DERIPTION Heat Exchanger - Therm-X III ENGINE TYPE Various YEAR --- NOTE Fluidyne Racing Products water/oil heat exchanger is made of lightweight alloy and provides over 65,000 BTUs of heat rejection without a significant increase in water temperatures. For installation in hot water supply line. Weight: 4-3/4 lbs. ize -/2 x 4-/2 x 3" (L x H x W). Fittings: Oil (AN-2); Water, " pipe (Part DB-30503). ooling ystem Heat Exchanger- Therm-X IV Various --- ee NOTE for part above. For installation in cold water - supply line. Fittings: Oil, AN-2; Water, -3/4" hose (Part DB-30504) Heat Exchanger - Therm-X Various --- Fluidyne Racing Products parallel-flow all-aluminum unit produces over 80,000 BTUs of heat rejection. Needs only a portion of the hot water returning to the radiator. an be mounted anywhere and at any axis. (Weight: 9-/2 lbs. ize: 4-/4 x 6-/4 x 4-/4" (L x H x W). Fittings: Oil, -2; Water, (3/4" NPT); Temperature probe (/2" NPT, quart oil capacity (Part DB-30500). -3

41 Pulleys Drive, Water Pump and Alternator Replacement of stock engine pulleys in A IT classes is now legal. With a stock water pump and drive pulley, the water pump spins at a very high rpm creating cooling system cavitation and possible overheating. Replacing the drive and water pump pulleys with smaller diameter pulleys reduces the water pump s rpm significantly. Replacing the alternator pulley with a large diameter competition pulley will increase alternator bearing life by slowing the alternator speed. Drive, Alternator and Water Pump Pulleys PULLEY NUMBER ODE REQ. DERIPTION Drive Pulley - Aluminum A Water Pump Pulley - Aluminum Water Pump Pulley - Aluminum Water Pump Pulley - Aluminum Alternator Pulley - Aluminum Idler Pulley/Bracket Fan/Alternator Belt ENGINE TYPE YEAR NOTE 2A & 3B 2A & 3B NT&T NT&T 2A & 3B 2A & 3B 2A & 3B ee NOTE Pulley diameter is smaller than stock part, effectively slowing water pump and alternator speed. (ingle sheath.) Pulley diameter is larger than stock. Must be used with smaller diameter drive pulley. (ingle sheath.) Pulley diameter is larger than stock. Must be used with smaller diameter drive pulley. Pulley diameter is larger than stock. Must be used with smaller diameter drive pulley. (5 mm shaft diameter/74 mm outside diameter.) Assembly mounts in place of alternator, reducing engine drag and overall weight. For use on R, F/Atlantic and GT lass cars. For use with alternate size pulleys. = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) NOTE: ompetition drive pulley timing marks can be determined as follows: with pulley installed on engine, turning engine clockwise, first mark to reach indicator pin is 20 BTD, second mark is 0 BTD and third mark 0 BTD. -4

42 WATER PUMP NUMBER ODE REQ. DERIPTION ZR ompetition Aluminum Water Pump Aluminum Water Pump over B N B N R-M N R-M0 N3A-5-00R-MA B R-ME NLA ompetition ast- Iron Water Pump Water Pump Water Pump Water Pump Water Pump Water Pump Water Pump over Gasket ENGINE TYPE YEAR NOTE 2A, 3B, 20B Water pump for the 20B 3-rotor engine also fits all 2A & 3B engines. Provides higher flow rate than stock pump and weighs approximately 5 lbs. Location of the alternator is on the right side of motor. Includes housing. 2A & 3B A & 3B 2A & 3B NT&T NT&T TT Miata.6 &.8 DOH 2A & 3B Replacement cover for competition aluminum water pumps. Includes gasket. REBUILT - NLA New REBUILT - NLA New = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) Identical to stock pump except thermostat is removed and water bypass plugged. Order Gasket, N3A Rebuilt NLA NEW REBUILT - EE ITE FOR GAKET For competition aluminum water pumps only. ooling ystem -5

43 INTAKE & EXHAUT

44 Air Filters K&N Air Filter Part K&N AIR FILTER NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE Air Filter RX2 & RX Air Filter RX3 RX4 2A omplete air box and filter assembly also available (Part ) Air Filter 3B NT, T & TT Air Filter Miata.6 & & Protege and Protege (all engines) Air Filter MX6, & Fits 2.5 V6 and cylinder Air Filter MX3.6 & Air Filter 323 & GTX.6 &.6 T = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) Intake ystem omponents Air Box & Filter Assembly Part Grose-Jet Part IN-2

45 INTAKE YTEM OMPONENT NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE Air Box and Filter Assembly 2A Redesigned high-flow aluminum air filter box for stock carburetor improves horsepower and engine performance by maximizing air flow. Includes high-flow K&N filter element. Legal for A IT class Grose-Jet 2A Replaces stock carburetor needle and seat. Provides consistent fuel metering and fuel flow under all conditions, even with high G cornering loads. Also available for 3B carburetor applications. NF Fuel Pump 3B & 20B ee NOTE High volume fuel pump for 20B osmo 3 rotor engine provides approximately 0-20% more fuel flow than any stock fuel injection pump. N / 2/4 Fuel Injector (3B) T Highest fuel flow of any injector available (from B GL-E). Recommended for turbo upgrade applications where additional fuel is required Intake Manifold ide Port 2A For mounting downdraft carburetor. (Weber 48 IDA/F to side port engine.) Intake Manifold Peripheral Port 2A For mounting downdraft carburetor (Weber 48 IDA/F) to peripheral-port engine Intake Manifold Peripheral Port 3B For mounting downdraft carburetor (Weber 48 IDA/F) to P-port engine Intake Manifold Dual ide Draft.3 &.5 OH For mounting dual-side draft carburetors (GT4, GT5, DR). Linkage not included Intake Manifold Dual ide Draft.6 DOH For mounting dual-side draft carburetors (E Production legal). Linkage not included ZR O-Ring-Intake Manifold Gasket-arburetor Base Rubber Isolator arburetor Regulator-Fuel Pressure 2A & 3B 2A & 3B 2A & 3B 2A, 3B & 20B For peripheral-port engines only. For Weber 48 IDA/F carburetors. Rubber support block for fitment of Weber 48 IDA/F carburetors. For fuel injected engines. Intake & Exhaust Throttle able 2A & 3B For use with downdraft Weber 48 IDA/F carburetors on side and peripheral-port. = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) IN-3

46 Muffler Part DX NUMBER ODE REQ. DERIPTION EXHAUT DX Muffler-tainless 2A & 3B Muffler-tainless Muffler-tainless Muffler-tainless 2A & 3B Muffler-tainless 2A & 3B LR Muffler-tainless 2A & 3B ENGINE TYPE YEAR NOTE Dynomax Ultra Flo stainless mufflers feature a unique straight through design. This effectively minimizes back pressure and turbulence. tainless construction provides high temperature (up to 900 F) durability and longer life. Dimensions: 6" x 6" round with 3" inlet/outlet. Also available in 2" and 30" case lengths and 3-/2" inlet/outlet. For A IT class. 2A & 3B Replaceable stainless steel packing. 26" length/3" inlet and outlet. (4" inlet and outlet also available.) For GT classes. 2A & 3B = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) ee NOTE for Part (30" length) tainless steel casing and packing. Dimensions: L=8"/ W=3"/H=7" with 3" inlet and outlet. Available while supplies last. For GT classes. tainless steel casing and packing. ase dimensions: 25" x 8" (round). 3" inlet and outlet. For GT classes. tainless steel casing with lava rock packing. More durable than stainless packing. ase dimensions same as Part For GT classes. IN-4

47 Exhaust Pipe Joint Kit Part Exhaust Pipe Joint Kit Assembled Part EXHAUT, continued... NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE Header 2A ee NOTE For use on 2A GT3 class cars. Not legal for street use. pecial order Header 2A ee NOTE For use on 2A F/Atlantic and R class cars. Not legal for street use. pecial order Header 2A For use on 2A s (ITA, etc.). Not legal for street use Header 3B For use on 3B s (IT, etc.). Not legal for street use Header Miata.6 DOH /8" diameter header with 2-/2" collector. For use on A IT engines. Not legal for street use Header Miata.6 DOH /4" diameter header with 2-/2" collector for use on A GT and EP engines. Not legal for street use Header Miata.8 DOH Not legal for street use Header Flange tainless 2A tainless exhaust header flange Kit-Exhaust Pipe Joint Various 3" exhaust pipe joint kit eliminates need for standard pipe clamps, slip-joints, gaskets or welding of pipes. Kit consists of 2 flange rings that are welded to exhaust pipes. tainless clamp securely seals flange rings together. Allows for quick assembly and disassembly. (Also available in 4".) Intake & Exhaust Exhaust Turn 2A & 3B Exhaust flange can be used to add plates to control decibel levels Gasket-Exhaust Manifold 2A & 3B For peripheral-port engines. = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) IN-5

48 IGNITION AND ELETRIAL

49 Ignition & Electrical ystem omponents Ignition Wire et Part IGNITION & ELETRIAL YTEM OMPONENT NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE Wire et-ignition, RX3, RX High temp-resistant, high performance Taylor able 8 mm solid-core, silicon wire set Wire et-ignition NT & T High temp-resistant, high performance Taylor able 8 mm solid-core, silicon wire set Wire et-ignition Miata.6 & High performance 8.5 mm wire set Distributor- Electronic 2A & 3B Recommended for use with high performance ignition systems (MD, etc.). Does not have trailing vacuum distributor. Vacuum advance must be removed. ZR Alternator 2A/3B/20B High output 20B (3 rotor) alternator can be used for 2A and 3B A Pulley-Alternator 2A & 3B Allows alternator to spin at lower rpm. For use on 979 and later alternators without fan Idler Pulley & Bracket Kit 2A & 3B Idler pulley and bracket is installed in place of alternator. aves weight and alternator drag on engine. For GT, R and F/Atlantic applications tarter-top Mount 2A & 3B ee NOTE For use on top mount starter applications (R, F/Atlantic). = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) IG-2

50 NGK park Plugs We offer a variety of NGK stock and racing spark plugs for rotary and piston applications. Racing Plugs (R6725 and T83JN-3 series) are recommended for all rotary engines that are being used in a racing application. The R6725 series plugs are available in the following heat ranges*: 0.5,.0 and.5. The T83JN-3 is a 3.0 heat range plug. The NGK EGV plug provides a number of different heat ranges*: 8.0, 9.0, 0.0 and.0. However, the reach of the EGV plug is not as long as that of the racing plugs or the stock plugs. This shorter reach means that its flashfront is not as close to the combustion chamber, and therefore may cost horsepower. It also leaves some threads in the spark plug hole exposed, where carbon can build up, resulting in possible detonation. Installation and removal of these plugs on 98 and later engines requires use of a special thin-wall spark plug socket because of a protrusion that restricts the installation of the wrong type of plug. A spark plug socket may be machined down to the correct diameter, or the protrusion may be ground off. The stock plug for the Twin-Turbo (NGK Part BUR9EQP) is a platinum plug that can be used for stock or mildly ported engines. The 9.0 is the coldest heat range it comes in. This plug is recommended for stock-ported 2A and 3B engines (A IT class). NGK Racing park Plugs Part R5 NGK Racing park Plugs Part R3 NGK PARK PLUG NUMBER R R R R3 ODE REQ DERIPTION park Plug park Plug park Plug park Plug ENGINE TYPE 2A & 3B 2A & 3B 2A & 3B 2A & 3B YEAR NOTE NGK Part R NGK Part R6725- NGK Part R NGK Part T83JN-3 Ignition & Electrical *NGK park Plug Heat Ranges The higher the number, the colder the plug. IG-3

51 NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE GV 4 park Plug 2A & 3B NGK Part B8EGV GV 4 park Plug 2A & 3B NGK Part B9EGV GV 4 park Plug 2A & 3B NGK Part B0EGV GV BKR R R N N N N N3A N3A BP BP park Plug park Plug park Plug park Plug park Plug park Plug park Plug park Plug park Plug, Leading park Plug, Trailing park Plug, Leading park Plug, Trailing park Plug park Plug NGK PARK PLUG, continued... 2A & 3B Miata.6 DOH.6 &.8 DOH.6 &.8 DOH 2A 3B NT & T TT TT Miata.6 DOH Miata.8 DOH = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) NT & T NGK Part BEGV NGK Part BKR7E- older heat range plug for showroom stock. Recommended for use in racing (high compression) applications. Recommended for use in racing (high compression) applications. NGK Part BR7ET NGK Part BR8ET NGK Part BR8EQ-4 NGK Part BR9EQ-4 NGK Part BUR7EQ May also use NGK BUR7EQP. NGK Part BUR9EQ May also use NGK Part BUR9EQP. NGK Part BUR7EQP (platinum) May also be used for NGK Part BUR9EQP (platinum) May also be used for & A IT class (2A & 3B-) (leading and trailing). NGK Part BKR6E- May also use optional colder plug (Part BKR7/NGK Part BKR7E-). NGK Part BKR5E- May also use optional colder plug (Part BP03/NGK Part BKR6E-). park Plug Washers Using a thinner spark plug washer on rotary engine applications helps move the flash front closer to the combustion chamber. Engine dyno testing has shown an improvement in horsepower when using these thinner washers. PARK PLUG WAHER NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE Washer-park Plug 2A/3B/20B.045" washer is for use with NGK Part R6725 and T83JN-3 racing plugs. IG-4

52 MD IGNITION YTEM & OIL MD Ignition ystem and oil Part and MD IGNITION YTEM & OIL NUMBER ODE REQ. DERIPTION Ignition ystem - without REV ontrol (MD-6A) Ignition ystem - with REV ontrol (MD-6AL) Ignition ystem - (MD-7AL-2) Blaster High Vibration oil Blaster 3 Power Tower Ignition oil ENGINE TYPE YEAR NOTE Rotary Piston Rotary Piston Rotary Piston Rotary Piston Rotary Piston Multi-spark capacitive discharge street/race system is designed for high performance and race applications where an rpm limiter is not required. High energy system provides more power, easier starting, reduced plug fouling and better fuel economy street legal (MD Part 6200). Multi-spark capacitive discharge race system is designed for applications requiring an rpm limiter. ame features as MD-6A but has MD s soft touch REV control (MD Part6420). Multi-spark capacitive discharge race system is designed for applications requiring an rpm limiter. Multiple spark system keeps engine clean at low rpms for better throttle and cornering response (MD Part 7220). onstruction design protects the coil s internal components from low and high frequency vibrations (MD Part 8222). Features a new coil tower design that offers more secure coil wire attachment and better spark isolation than standard coil towers. Uses unique HEI style boot and terminal to hold wire in place (MD Part 8223). Ignition & Electrical IG-5

53 LUTH AND FLYWHEEL

54 enterforce Dual-Friction lutch Kits Dual-Friction lutch Kits are designed specifically for autocross and racing applications. A race-proven centrifugal weight system on the pressure plate generates up to a 90% increase in holding capacity over a stock clutch with a minimal increase in clutch pedal pressure. The Dual-Friction clutch disc features unique carbon-fiber facings. arbon-fiber facings are lighter, more heat and oil resistant and less abrasive than metallic facings commonly used on most other high performance/racing discs. All enterforce lutch Kits include pressure plate and disc. A stock Mazda factory release bearing should be used with enterforce clutches. ENTERFORE DUAL-FRITION LUTH KIT NUMBER ODE REQ. DERIPTION lutch Kit & RX2,3,4 (2A & 3B) ENGINE TYPE YEAR NOTE 25 mm diameter (ee NOTE below.) lutch Kit (2A & 3B NT) mm diameter (ee NOTE below.) lutch Kit T mm diameter lutch Kit NT mm diameter lutch Kit T mm diameter lutch Kit TT mm diameter lutch Kit Miata (.6 DOH) mm diameter lutch Kit Miata (.8 DOH) mm diameter lutch Kit (pecial) Miata (.8 DOH) Requires use of enterforce lightweight aluminum flywheel Part lutch Kit MX6 & 626 TURBO lutch Kit MX6 & V lutch Kit MX3.8 V lutch Kit 323 GTX (.6 DOH T) = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) NOTE: If you own a A or 3B Mazda, be sure to order the correct diameter clutch. If you purchased a used vehicle and are not sure whether it has a 25mm or 225mm diameter clutch/flywheel, we suggest you measure the clutch disc diameter before ordering. F-2

55 enterforce Lightweight Flywheels enterforce Lightweight Flywheels provide significant engine performance improvement by enabling engine rpms to reach the optimum power band more quickly. All enterforce Aluminum Flywheels use a steel ring gear and steel heat shield for durability. lutch & Flywheel enterforce Aluminum Flywheel Part NUMBER ODE REQ. DERIPTION Aluminum Flywheel 2A Aluminum Flywheel 2A & 3B NT ENGINE TYPE YEAR NOTE Aluminum Flywheel T & TT ENTERFORE LIGHTWEIGHT FLYWHEEL Aluminum Flywheel Miata (.6 DOH) Approximate Weight: 9 lbs. (25 mm). (ee NOTE below.) Approximate Weight: 9 lbs. (225 mm). (ee NOTE below.) Approximate Weight: lbs. an be used on all Turbo and Twin- Turbo models. (ee NOTE below.) Approximate Weight: 9 lbs. (200 mm) Aluminum Flywheel Miata (.8 DOH) Approximate Weight: 9 lbs. Requires use of enterforce lutch Kit (Part ) teel Flywheel 2A mm diameter/approximate Weight: 4 lbs. (ee NOTE below.) teel Flywheel 2A & 3B NT mm diameter/approximate Weight: 4 lbs. (ee NOTE below.) teel Flywheel NT mm diameter/approximate Weight: 4 lbs. (ee NOTE below.) = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) NOTE: When installing a lightweight flywheel on any rotary engine application you will need to purchase an automatic transmission rear counterweight for your model/year application. F-3

56 Aluminum Flywheel For 5-/2" lutches This unique lightweight flywheel for 5-/2" racing clutches weighs approximately 4 pounds and features a steel center heat shield for durability. Due to its integral ring gear (part of the aluminum outer hub), the moment of inertia on the flywheel is comparable to all-aluminum flywheels. The aluminum outer hub can be replaced when necessary (when ring gear teeth become worn). Another unique feature this flywheel offers is that it can be used with a bottomor top-mount starter (mounting position). Remounting the center steel heat shield to one side or the other of the aluminum outer hub accomplishes this. Important safety note: Allen-head mounting bolts should be replaced periodically use only aircraft quality bolts. Aluminum Flywheel with Quarter Master 5-/2" lutch Assembly Part and ALUMINUM FLYWHEEL FOR 5-/2" LUTHE NUMBER ODE REQ. DERIPTION Aluminum Flywheel (for 5-/2" clutches) Aluminum Flywheel (for 5-/2" clutches) ENGINE TYPE YEAR NOTE 2A & 3B. When replacing aluminum hub/ring gear assembly, aircraft quality bolts must be used (Part AA). 2. Flywheels are preassembled for use on bottom-mount starter applications. If your vehicle uses a top-mount starter, flywheel must be reassembled prior to installation. 3. Use of a 5-/2" clutch and flywheel assembly requires use of modified rear counterweight (Part ). ounterweight must be balanced to rotors if A rotors are not being used..6 &.8 DOH When replacing aluminum hub and/or ring gear assembly, aircraft quality bolts must be used (Part AA). F-4 = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 )

57 Quarter Master lutches Quarter Master clutches provide ultimate performance at high rpms and temperatures without the failures sometimes common to other clutch designs. Features and benefits include: Low moment of inertia Lightweight aluminum clutch cover Unique closed-style design Improved sintered metal friction material that eliminates dusting Allows harder, faster acceleration and deceleration into and out of corners Highest torque capacities and lowest wear rates lutch & Flywheel All Quarter Master clutches and flywheels are built with the intent of making them as inertially light as possible, without sacrificing durability. We offer both the Quarter Master 7-/4" and 5-/2" 2-disc clutch assemblies for rotary applications. Quarter Master 5-/2" lutch Unit The lightweight 5-/2" clutch unit with aluminum flywheel provides approximately 30% less rotational inertia and weight than the Quarter Master 7-/4"clutch unit with aluminum flywheel. It only is available for bottom mount starter applications with an aluminum flywheel. QUARTER MATER LUTHE REQ. NOTE NUMBER ODE DERIPTION lutch 5-/2" Assembly ENGINE TYPE 2A/3B YEAR Includes aluminum clutch cover, pressure plate, housing, floater plate and 2-disc clutch pack. Requires use of Quarter Master bolt kits (Part and ) and Quarter Master radius-faced release bearing (Part or PB).* (pline size = " x 22) lutch 7-/4" Assembly 2A/3B Includes a Quarter Master lightweight aluminum cover pressure plate, housing, floater plates and 2-disc clutch pack. Requires use of Quarter Master bolt kit (Part ) and Quarter Master release bearing (Part ).* (pline size = " x 22) INTATION TIP!! Using a 5-/2" clutch and flywheel requires use of modified rear counterweight (Part ). ounterweight must be balanced to rotors if A rotors are not being used. Template for drilling of rear counterweight also can be provided. When installing any clutch it is very important to check that clutch has adequate free-play. In addition, be sure that a pedal stop has been installed to prevent clutch from going over-centering. *Quarter Master clutches require the use of a special radius-faced release bearing. Do not use a flat-face bearing with any Quarter Master clutch. NOTE: Using a lightweight flywheel requires the use of a rear automatic transmission counterweight. ee ounterweight section for part number listing (page E-9). F-5

58 Quarter Master lutch Replacement Parts When replacing clutch packs, be sure to check the floater plate and pressure plate for any sign of wear or warpage. We also recommend that you carefully check the condition of the pilot bearing. A worn pilot bearing can significantly reduce the service life of your clutch and transmission. Quarter Master lutch omponents QUARTER MATER LUTH REPLAEMENT NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE lutch Pack 7-/4" (Gold) 2A & 3B Replacement clutch discs for 2-disc clutch unit (includes 2-discs) (pline size: x 22). (QM Part ) lutch Pack 5-/2" (Gold) 2A & 3B Replacement clutch discs for 2-disc clutch unit (includes 2-discs) (pline size: x 22). (QM Part ) Floater Plate 7-/4" 2A & 3B One plate required for 2-disc clutch units. (QM Part ) Floater Plate 5-/2" 2A & 3B One plate required for 2-disc clutch units. (QM Part 05506) lutch over-aluminum 7-/4" 2A & 3B (QM Part ) lutch over-aluminum 5-/2" 2A & 3B (QM Part 05504) Pressure Plate 7-/4" 2A & 3B (QM Part 20950) Pressure Plate 5-/2" 2A & 3B (QM Part 0550) Housing 7-/4" 2A & 3B (QM Part ) Housing 5-/2" 2A & 3B (QM Part ) F-6

59 QUARTER MATER LUTH REPLAEMENT, continued... NUMBER PB ODE REQ. DERIPTION Release Bearing/ollar 7-/4" Release Bearing/ollar 7-/4" ENGINE TYPE YEAR NOTE 2A & 3B Fits most transmissions except PB MDR-. (QM Part ) 2A & 3B Release Bearing/ollar 5-/2" 2A & 3B PB W AA Release Bearing/ollar 5-/2" Release Bearing 5-/2" Bolt Kit 7-/4" Bolt Kit 7-/4" 2A & 3B 2A & 3B 2A & 3B 2A & 3B Bolt Kit 5-/2" 2A & 3B Fits PB MDR- gearbox. (QM Part 23652) Fits most transmissions except PB MDR-. (QM Part ) Fits PB MDR- gearbox. (QM Part 23552) Bearing without collar. (QM Part 0503) Flywheel to counterweight. (QM Part ) lutch to flywheel. For use with aluminum flywheel. (QM Part ) Flywheel to counterweight. (QM Part 50500) Bolt Kit 5-/2" 2A & 3B lutch to flywheel. (QM Part ) lutch & Flywheel TEH TIP Quarter Master lutch Tech Tips (ee Tech Tip page TT-28.) F-7

60 Moment of Inertia Moment of inertia, with respect to rotation, is called angular momentum. Angular momentum is the force that has to be overcome to spin a circular component (e.g., a flywheel and clutch). It is the function of the mass of the part and the radius on which the mass is positioned. The more centered the mass is on a circular part, the lower the angular momentum, and the less horsepower is needed to spin the part. This translates to the flywheel/clutch assembly being able to accelerate faster at every rpm range. For example, Quarter Master s aluminum flywheel and 7-/4" aluminum clutch unit together are rated at 46.3 inch-pounds. In other words, the assembly requires approximately 46.3 inch-pounds of force to initiate movement. QM s aluminum flywheel and the new compact 5-/2" aluminum clutch unit require approximately 0 inch-pounds of force to initiate movement (a 30% reduction). Quarter Master Aluminum Flywheel Part A QUARTER MATER FLYWHEEL F-8 NUMBER ODE REQ. DERIPTION A Aluminum Flywheel 7-/4" 2A & 3B (Bottom Mount) A Aluminum Flywheel 7-/4" (Top Mount) teel Flywheel 7-/4" (Bottom Mount) ENGINE TYPE YEAR NOTE 2A & 3B 2A & 3B Aluminum Flywheel 5-/2" 2A & 3B (Bottom Mount) NOTE: Using a lightweight flywheel requires the use of a rear automatic transmission counterweight. ee ounterweight section for part number listing (page E-9). -piece lightweight aluminum flywheel (with integral ring gear) can be used with any 7-/4" Borg & Beck style clutch. Approximate Weight: 3.5 lbs. (6 teeth). imilar to Part A for top-mount starter applications. Approximate Weight: 3.5 lbs. (6 teeth). Lightweight -piece flywheel can be used with any Borg & Beck style clutch. Integral ring gear provides a lower moment of inertia than 2-piece steel flywheels. Requires use of modified rear counterweight (Part ). Approximate Weight: 3. lbs. (6 teeth).

61 Tilton Racing lutches We now carry Tilton s popular OT-II (7-/4") and OT-III (5-/2") racing clutches. The OT-II and OT-III clutches feature a unique open-style design, incorporating many features of the Tilton arbon/arbon clutch. lutch assemblies include clutch cover assembly, pressure plate and floater plate. All Tilton racing clutches require 2-disc clutch pack to be ordered separately. ee clutch pack section on page F-0. An original equipment Mazda release bearing can be used. Tilton Racing lutches are not recommended for street use. Lightest weight and lowest inertia Highest burst strength Highest torque capacity Lowest release load oolest running Long wearing Durable elf cleaning lutch & Flywheel TILTON RAING LUTHE NUMBER ODE REQ. DERIPTION TL lutch Assembly 5-/2" Various TL lutch Assembly 7-/4" Various ENGINE TYPE YEAR NOTE lutch pack must be ordered separately. ee page F-0. TL Part HG lutch pack must be ordered separately. ee page F-0. TL Part HORA INTATION TIP!! Using a 5-/2" clutch and flywheel requires use of modified rear counterweight (Part ). ounterweight must be balanced to rotors if A rotors are not being used. Template for drilling of rear counterweight also can be provided. When installing any clutch it is very important to check that clutch has adequate free-play. In addition, be sure that a pedal stop has been installed to prevent clutch from going over-centering. NOTE: Using a lightweight flywheel requires the use of a rear automatic transmission counterweight. ee ounterweight section for part number listing (page E-9). Tilton teel Flywheel and 7-/4" lutch Assembly Part TL F-9

62 Tilton 7-/4" lutch / Flywheel Assembly Includes Tilton OT-II 7-/4" clutch, lightweight steel flywheel, 2-disc clutch pack and all necessary hardware. Designed for Non-Turbo rotaries with " x 22 spline size and ring gear tooth count of 6. Flywheel weight and moment of inertia: 8.2 lbs./36. TILTON 7-/4" LUTH / FLYWHEEL AEMBLY NUMBER ODE REQ. DERIPTION TL Flywheel/lutch Assembly 7-/4" ENGINE TYPE YEAR NOTE Various Includes steel flywheel, OT-II 7-/4" clutch (with clutch discs), and all hardware (TL Part ). pline size " x 22. TILTON LUTH REPLAEMENT NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE TL lutch Pack 5-/2" Various (" x 22) TL Part AA TL lutch Pack 5-/2" 3B T & TT (" x 23) TL Part AA TL lutch Pack 7-/4" Various TL lutch Pack 7-/4" 3B T & TT (" x 22) TL Part AA-29 (" x 23) TL Part AA TL Floater Plate 5-/2" TL Part TL Floater Plate 7-/4" TL Part TL Pressure Plate 5-/2" TL Part 67-8HR TL Pressure Plate 7-/4" TL Part 66-8HR TL Release Bearing, Hydraulic 5-/2" TL Part TL Release Bearing, Hydraulic 7-/4" TL Part TL Bolt Kit 5-/2" 2A/3B TL Part TL TL Bolt Kit 7-/4" Bolt Kit 5-/2" 2A/3B.6 &.8 DOH = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) Except with heavy (drag) flywheel. TL Part F-0

63 Tilton Flywheels Tilton steel flywheels (unless noted) have integral ring gears. Tilton steel flywheels can have a lower moment of inertia than some aluminum flywheels. Aluminum flywheels use a steel heat shield and ring gear for durability. ome flywheels must be special ordered. lutch & Flywheel NUMBER TL TL = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) INTATION TIP!! ODE REQ. DERIPTION Flywheel, teel 7-/4" (Bottom Mount) TL Flywheel, teel 7-/4" (Top Mount) Flywheel, teel 7-/4" (Bottom Mount) TILTON FLYWHEEL ENGINE TYPE 2A/3B 2A/3B 3B T & TT YEAR Using a 5-/2" clutch and flywheel requires use of modified rear counterweight (Part ). ounterweight must be balanced to rotors if A rotors are not being used. Template for drilling of rear counterweight also can be provided. When installing any clutch it is very important to check that clutch has adequate free-play. In addition, be sure that a pedal stop has been installed to prevent clutch from going over-centering. NOTE: Using a lightweight flywheel requires the use of a rear automatic transmission counterweight. ee ounterweight section for part number listing (page E-9). NOTE Non-Turbo engines only. Weight and moment of inertia: 8.2 lbs./ 36. TL Part Non-Turbo engines only. TL Part TL Flywheel, teel 5-/2".6 & TL Part DOH TL Flywheel, teel 200 mm.6 DOH TL Part (tandard ize lutch) TL Flywheel, teel 226 mm.8 DOH TL Part 5-33 (tandard ize lutch) TL Flywheel, teel 5-/2".6 & TL Part DOH Turbo engines only. Weight and moment of inertia: 9.5 lbs./84. TL Part 5-300T F-

64 lutch omponents PREURE PLATE NUMBER N A N N JE0-6-40B N B N N B B6Y B BP KL D B6Y-6-40 ODE REQ. DERIPTION Pressure Plate Pressure Plate Pressure Plate Pressure Plate Pressure Plate Pressure Plate Pressure Plate Pressure Plate Pressure Plate Pressure Plate Pressure Plate Pressure Plate Pressure Plate Pressure Plate & Disc Pressure Plate Pressure Plate ENGINE TYPE 2A & 3B () NT () T T T NT T TT TT Miata (.6 DOH) Miata (.6 DOH) Miata (.8 DOH) MX6 (2.5 V6) 323 GTX (4WD T) YEAR NOTE 25 mm diameter 225 mm diameter (2A & 3B models) Factory competition pressure plate (diaphragm pressure: 730 kg) (240 mm diameter). Also may be used on turbos. imilar to Part N (240 mm diameter). Modified stock plate provides approximately 30-40% higher diaphragm pressure than stock unit. Also may be used on 230 mm turbos. 240 mm diameter 225 mm diameter 230 mm diameter Modified stock pressure plate provides 30% higher diaphragm pressure over stock unit. Use with stock disc. 200 mm diameter. Diaphragm pressure: 50 kg. 200 mm diameter 226 mm diameter. Provides 30-40% higher diaphragm pressure than stock plate. Use with stock disc. Miata mm diameter (.8 DOH) MX6 (2.5 V6) Includes plate and disc. tock plate is modified to provide 30-40% higher diaphragm pressure than stock unit. High performance disc material is used. Use with competition or stock disc (Part FE A). = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) F-2

65 LUTH DI & RELEAE BEARING NUMBER ODE REQ. DERIPTION lutch Disc 2A & 3B ENGINE TYPE YEAR NOTE lutch Disc 2A & 3B mm diameter N A lutch Disc NT N lutch Disc T mm diameter N lutch Disc NT mm diameter N B lutch Disc T mm diameter N lutch Disc TT B6Y lutch Disc Miata (.6 DOH) B6Y-6-460A D A lutch Disc lutch Disc 323 GTX (.6 DOH T) Release Bearing 2A & 3B FE Release Bearing NT A and 3B Non-Turbo 323 GL F Release Bearing T & GTX G Release Bearing NT & T B Release Bearing Miata (.6 &.8 DOH) G B Release Bearing MX6 () mm diameter Uses improved disc-facing material. B B lutch Disc Miata mm diameter (.6 DOH) BP lutch Disc Miata mm diameter (.8 DOH) KL lutch Disc MX6 (2.5 V6) N Release Bearing TT mm diameter Features solid hub and organic facing material. 225 mm diameter 230 mm diameter (Also recommended for use on turbos.) lutch & Flywheel = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) NOTE: If you own a A or 3B Mazda, be sure you are ordering the correct diameter clutch. If you purchased a used vehicle (particularly a race car) and are not sure whether the car has a 25 mm or 225 mm diameter clutch/flywheel, it is important that you measure the clutch disc diameter before ordering. F-3

66 TRANMIION

67 Tailshaft Bearing Kit Transmission tailshaft bushings often seize due to the high rpm seen in competition. The only way to avoid these failures is to install a needle bearing in place of the bushing. Fitment of the needle bearing requires machining out the inside diameter of the tailshaft housing. The tailshaft bearing kit includes needle bearing, snap ring and information regarding the tailshaft machining. Use of a hardened competition driveshaft yoke (Part ) is required with this modification. TAILHAFT BEARING KIT NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE Tailshaft Bearing Kit RX2, RX3, Transmission hift Bushing One of the small components that can cause problems is the transmission shift bushing on your stock transmission. Under racing conditions, the stock bushing can wear quickly. Our competition aluminum bushing replaces the stock plastic bushing in the shift control lever rod end. A worn shifter bushing causes increased wear to synchro rings which can result in serious damage to other transmission components. It also can create a shifting problem when bushings are severely worn. TRANMIION HIFT BUHING NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE Transmission RX2, RX3, RX4, Please call for information on bushings for hift Bushing and s. Transmission hift Bushing TT Miata ame as Part but bushing is shorter (Total height: /2"). = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) T-2

68 Ordering Transmission Parts Because there were many different stock transmissions produced for the various models over the years, a listing of transmission replacement parts cannot be provided in this catalog. If you are planning to rebuild your transmission, please call us in advance to request a transmission diagram and parts listing for your vehicle. It can be faxed or mailed to you. Be sure to use this diagram and parts list to determine the part numbers required for your rebuild. This will simplify ordering and help reduce the possibility of shipment of improper parts. MAZDA TRANMIION RATIO MODEL RX2, RX3, RX4, osmo RX3 P, RX4, osmo YEAR NOTE+ T ND RD TH.0.0 5TH Transmission A * GL-E 3B ** (Non-Turbo & Without Viscous Limited lip) GTU Turbo Turbo Twin-Turbo Miata (RWD) PB MDR- ompetition 5-peed w/hangeable Ratios Various 4 *985 2A = **985 3B = 0.7 +ee reference notes on the following page for information about these transmissions. Replacement parts for the following transmissions are also available. omplete transmissions must be special ordered. Please call for information and pricing. ) 5-speed ompetition Overdrive transmission for rotary applications (complete transmission no longer available). 2) PB GL & 323 FWD (dog ring) transmission. 3) 323 GTX & GTR rally transmission. T-3

69 Reference Notes.Rib ase (tock) Transmission ( A & 3B) Main case has ribbing for strength and rigidity. The bottom of the transmission has an inspection plate. The bellhousing is separate/removable. This transmission can be used in s with some external modifications. For racing purposes, potential weak areas are synchro rings and plastic shift control rod end bushing. The plastic bushing can be replaced by an aluminum bushing (Part ). 2. mooth ase (tock) Transmission (979-9 Non-Turbo Models, Miata & 626RWD) Main case is basically smooth, compared with rib-case design. The bellhousing cannot be removed from case. The location of the shift lever is further back on models. This transmission can be used on earlier models with modification of the shifter hole in tunnel. The breather vent is on the right side of the transmission on models. For racing purposes, the plastic shift control rod end bushing (on Miatas and s) should be replaced with an aluminum bushing gear ratios may be used as an alternative (call for information) transmission components are somewhat weaker and more likely to be damaged under racing conditions. Use gearbox. 3. Rib ase (tock) Transmission ( Turbo) imilar in design to early rib-case design transmission. The bellhousing diameter is larger than all other transmissions. The bolt pattern is identical to other transmissions. 4. PB MDR- (Quick hange) 5-peed Transmission (ee PB Transmission Listing on T-7 for more information.) T-4

70 PB MDR- 5-peed Transmission The PB MDR- (Quick hange) Transmission provides the following benefits: Final drive gears can be changed without taking the transmission out of the car (5 different ratios available). Gearbox includes the following gear ratios: (st-2.095/2nd-.600/ 3rd-.407/4th-.67). Alternative ratios also available for each gear (st to 5th). Overall length identical to stock () transmissions. Dog rings provide for a quick-shifting, strong, durable box. For GT and Production class applications. Transmission PB MDR- Quick hange Transmission Part MANA OMPETITION 5-PEED (QUIK HANGE) TRANMIION NUMBER ODE REQ. MANA omplete Transmission DERIPTION T-5

71 T-6 PB 5-peed Transmission Bell Housing & hift Mechanism

72 BELL HOUING & HIFT MEHANIM ITEM NO. NUMBER ODE REQ. DERIPTION MANA Bell Housing MANA-7-403A Bell Housing (GTO-Heavy Duty) 2 MANA-7-22 Release Bearing ollar 2 MANA-7-22-AA Release Bearing ollar (GTO-Heavy Duty) 3 MANA O-Ring Release Bearing ollar 4 MANA Oil eal Input haft 5 MANA Input haft Retainer (Includes Tube) 6 MANA ap crew (/4" - 20 x 3/4") 7 MANA hift Rail 8 MANA AA hift Fork (st/reverse) 9 MANA AA hift Fork (2nd/3rd) 0 MANA AA hift Fork (4th/5th) MANA ontrol Lever hift 2 MANA hift Lever 3 MANA-7-30 hift elector over 4 MANA Plunger-traight 5 MANA pring 6 MANA ap crew 6 mm 7 MANA Plunger 8 MANA pring 9 MANA Washer pecial 20 MANA ap-retainer 2 MANA-7-33 Plunger Reverse Lock-Out 22 MANA pring Plunger 23 MANA Plunger houlder 24 MANA pring Plunger 25 MANA-7-3 upport Reverse Lock-Out 26 MANA-7-32 Lever Reverse Lock-Out 27 MANA Finger hift elector 28 MANA ap crew (/4" - 28 x ") 29 MANA hift elector Yoke 30 MANA hift elector Rod 3 MANA Oil eal hift elector Rod 32 MANA upport Bracket elector Rod 33 MANA-7-30 Heim Joint-elector Rod Transmission T-7

73 PB 5-peed Transmission Main ase & Tailshaft Assembly MAIN AE AEMBLY T-8

74 BELLHOUING & HIFT MEHANIM, continued... ITEM NO. NUMBER ODE REQ. DERIPTION MANA-7-34 hifter able (Not hown) MANA-7-35 pacer (Not hown) MANA B liding Yoke (Not hown) (GTO-Heavy Duty) MAIN AE & TAILHAFT AEMBLY ITEM NO. NUMBER ODE REQ. DERIPTION MANA-7-0 Main ase 2 MANA-7-03F Bearing arrier - Front 3 MANA-7-03R Bearing arrier - Rear 4 MANA Bearing st Motion haft-front 5 MANA nap Ring - st Motion haft 6 MANA Bearing - ountershaft - Front & Rear 7 MANA nap Ring - ountershaft Bearing - Front & Rear 8 MANA tud-elector over Mounting (/4" x 2-7/6") MANA MANA MANA MANA MANA Plug-Oil Filler tud-main ase/tail Housing (5/6" x 5-/2") Dowel Pin (.5" dia. + 0/ x 3/4") crew-bearing Retainer Lock Washer-Bearing Retainer 4 MANA Retainer Plate-ountershaft Bearing 5 MANA Retainer Plate-Output haft Bearing 6 MANA tud-main ase/bell Housing (5/6" x 2-5/6") 7 MANA-7-02 Extension Housing 7 MANA-7-02A Extension Housing (GTO-Heavy Duty) 8 MANA Bearing-Extension Housing 8 MANA A 2 Bearing-Extension Housing (GTO-Heavy Duty) 9 MANA nap Ring-Extension Housing 9 MANA A 2 nap Ring-Extension Housing (GTO-Heavy Duty) 20 MANA pacer-extension Housing 20 MANA A pacer-extension Housing (GTO-Heavy Duty) Oil eal-extension Housing 2 MANA A Oil eal-extension Housing (GTO-Heavy Duty) Transmission T-9

75 PB 5-peed Transmission ountershaft & Reverse Idler Assembly. T-0

76 OUNTERHAFT & REVERE IDLER AEMBLY ITEM NO. NUMBER ODE REQ. DERIPTION MANA ountershaft 2 MANA Lock Nut-ountershaft 3 MANA Needle Bearing-st thru 5th 4 MANA Bearing-ountershaft Intermediate 5 MANA Needle Bearing (Reverse Driven Gear) 6 MANA Needle Bearing (Reverse Idler Gear) 7 MANA AA 3 Dog Ring 8 MANA Bearing leeve (3rd/4th Gear) 9 MANA Bearing leeve (5th Gear) 0 MANA Bearing pacer (ountershaft) MANA Bearing pacer (ountershaft - Long) 2 MANA Inner Bearing Race ountershaft (Front & Rear) 3 MANA Rear pacer (ountershaft) 4 MANA Inner Bearing Race-Reverse Driven Gear 5 MANA Thrust Washer (Reverse Driven Gear) 6 MANA Retainer/Washer-ountershaft 7 MANA ap crew (3/8"-24 x ") 8 MANA pacer/washer-ountershaft 9 MANA Bearing leeve (st/2nd) 20 MANA Inner Bearing Race-Reverse Idler 2 MANA Reverse Idler haft 22 MANA pacer-reverse Idler 23 MANA Washer-Reverse Idler 24 MANA ap crew (/4"-28 x 5/8") MANA Washer-Reverse Idler MANA Hub (2nd/3rd & 4th/5th) MANA Hub (st/reverse) MANA Reverse Idler Gear (22T) MANA Reverse Driver Gear (42T) * * * * * * st Driven Gear (see page T-3 - Item No. 5) 2nd Driven Gear (see page T-3 - Item No. 6) 3rd Driven Gear (see page T-3 - Item No. 7) 4th Driven Gear (see page T-3 - Item No. 8) 5th Driven Gear (see page T-5 - Item No. 9) hange Gear Driver (Quick hange-final) (see page T-5 Item No. 20) Transmission *ee page T-3 and T-5 for part numbers of available gear sets. T-

77 T-2 PB 5-peed Transmission st Motion haft Assembly

78 st MOTION HAFT AEMBLY ITEM NO. NUMBER ODE REQ. DERIPTION MANA st Motion haft 2 MANA Input haft 2 MANA AA Input haft (GTO-Heavy Duty) 3 MANA oupling-st Motion haft 4 MANA Tail haft 5 MANA AA Tail haft (GTO-Heavy Duty) 6 MANA nap Ring (Input haft) 7 MANA nap Ring - st Motion haft, Tail haft hange Gear 8 MANA nap Ring - Tail haft (Front) 9 MANA pacer (st/reverse) 0 MANA pacer (2nd/3rd & 4th/5th) MANA pacer (5th) 2 MANA Washer (st Motion haft) 3 M Lock Nut (st Motion haft) 4 MANA Reverse Gear Driver (8T) 5 MANA st Gear et (20/ Ratio) 5 MANA st Gear et (2/ Ratio) - w/transmission 5 MANA st Gear et (22/ Ratio) 6 MANA nd Gear et (23/ Ratio) 6 MANA nd Gear et (24/ Ratio) 6 MANA nd Gear et (25/ Ratio) - w/transmission 7 MANA rd Gear et (26/ Ratio) 7 MANA rd Gear et (27/ Ratio) - w/transmission 7 MANA rd Gear et (28/ Ratio) 8 MANA th Gear et (29/ Ratio) 8 MANA th Gear et (30/ Ratio) - w/transmission 8 MANA th Gear et (3/ Ratio) 9 MANA th Gear et (32/ Ratio) - w/transmission 9 MANA th Gear et (33/ Ratio) 9 MANA th Gear et (34/ Ratio) Transmission NOTE : Gear set ratios listed w/transmission indicate those ratios that come in complete transmissions. NOTE 2: Heavy Duty 8 pitch gears also are available in limited ratios. Please call for information. T-3

79 T-4 PB 5-peed Transmission st Motion haft Assembly

80 st MOTION HAFT AEMBLY ITEM NO. NUMBER ODE REQ. DERIPTION 20 MANA FG hange Gear et (26/ Ratio-8 Pitch) - w/transmission 20 MANA FG hange Gear et (29/ Ratio-0 Pitch)* 20 MANA FG hange Gear et (29/ Ratio-0 Pitch)* 20 MANA FG hange Gear et (30/ Ratio-0 Pitch)* 2 MANA pacer NOTE : Gear set ratios listed w/transmission indicate those ratios that come in complete transmissions. NOTE 2: Heavy Duty 8 pitch gears also are available in limited ratios. Please call for information. TEH TIP Transmission Tech Tips To ensure proper shifting, shift fork thickness should not be less than.65". Transmission T-5

81 DIFFERENTIAL AND DRIVETRAIN

82 Ring & Pinion ets Ring & Pinion et Part A RING & PINION ET NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE M A Ring & Pinion et (4. Ratio) Miata hort pinion design. Also fits RX2, RX3 P. M A Ring & Pinion et (4.44 Ratio) Miata hort pinion design. Also fits RX2, RX3 P A Ring & Pinion et (4.875 Ratio) Miata hort pinion design. Also fits RX2, RX3 P Ring & Pinion et (5.25 Ratio) Miata hort pinion design. Also fits RX2, RX3 P. M A Ring & Pinion et (4. Ratio) NT M A Ring & Pinion et (4.33 Ratio) NT P B Ring & Pinion et (4.33 Ratio) T P Ring & Pinion et (4.0 Ratio) TT P0A5-27-0A Ring & Pinion et (4.33 Ratio) TT A Ring & Pinion et (4.875 Ratio) Miata Requires special fitment. all for information. = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) D-2 NOTE: Non-Turbo Ring & Pinions: The 4.33 ratio gear set is the lowest gear set available for non-turbo s. To obtain an even lower gear ratio (4.44, 4.875, etc.), there are two options:. The least expensive modification is very complicated and should be done only by qualified machinists. It requires grafting (splining and welding) of a short pinion shaft from an early (979-85) to the end of an (986-9) non-turbo long pinion shaft. 2. Purchase an adapter kit that allows you to fit a short pinion gear set to the This is more expensive than the modification explained above but does provide the ability to install a different pinion shaft later, if you need an alternate ratio. Please call for information on purchasing these modifications and/or parts.

83 Ring & Pinion Information Mazda offers optional gear sets that can be used for the early , RX2 all and RX3 P These models use short pinion gear sets. RX3 models (except those of P variety) use a long pinion shaft. The pinion shaft is approximately 2-3/8" longer than the short pinion shaft version. There are two (2) alternate gear sets available from the factory that will fit the long pinion differential case. Please call for information about these ring and pinion sets. Ring & pinion sets for the have the longest pinions of any differential Mazda produced. The normally aspirated s ring & pinion set is not interchangeable with the turbo gear set. The only alternate gear set available for the non-turbo is a 4.33 ratio, which came in the limited edition 989 GTU model. Using a lower ratio gear set improves acceleration and torque. A higher number means a lower ratio. To help calculate the proper gear set for your racing application, please use the formula below. This formula should only be considered a guide. Use the gear ratio chart in the transmission section of this catalog to obtain the transmission ratio needed for the formula. PEED (MPH) = A x B x D x (056) A = Rear tire circumference (measure in inches at the outside edge). B = Engine rpm (be as accurate as possible). = Rear axle ratio. D = Transmission gear ratio. Differential / Drive Train D-3

84 4 Differential omponents a D

85 DIFFERENTIAL OMPONENT ITEM NO NUMBER R ODE REQ. 2 2 DERIPTION Tube, rush Bearing, Rear Pinion Bearing, Rear Pinion Bearing, Rear Pinion Bearing, ide Bearing, ide ENGINE TYPE 2A & 3B Miata.6 2A & 3B NT T Miata.8 TT Miata.6 2A & 3B NT Miata.8 Miata.6 YEAR Bearing, Front Pinion 2A & 3B Bearing, Front Pinion 2A & 3B NT Miata A 2A M R T M P M A Tube, rush Tube, rush Tube, rush Tube, rush Bearing, Front Pinion Bearing, Front Pinion Bearing, Drive Pinion (Front) Bearing, Drive Pinion (Front) Bearing, Rear Pinion Bearing, ide 2A & 3B T NT Miata.8 TT Miata.6 T TT NT T T TT eal, Pinion 2A & 3B M eal, Pinion NOTE For competition unit only. For use in competition differential only. ee inset drawing. ee inset drawing. 5 M eal, Pinion NT With and without limited slip. 5 P eal, Pinion T R eal, Pinion TT T eal, Pinion Miata MA eal, Pinion Miata Differential / Drive Train = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) D-5

86 Differential omponents, continued a D-6

87 DIFFERENTIAL OMPONENT, continued... ITEM NO. NUMBER ODE REQ. DERIPTION ENGINE TYPE Nut, Lock 2A & 3B NT & T TT Miata.8 YEAR Nut, Lock Miata Washer 2A & 3B NT & T TT Miata Washer Miata A pacer (3.08 mm) 2A & 3B NT & T Miata A A A A A A A A A A A A A F A M0A M0A P P T MA pacer (3. mm) pacer (3.4 mm) pacer (3.7 mm) pacer (3.20 mm) pacer (3.23 mm) pacer (3.26 mm) pacer (3.29 mm) pacer (3.32 mm) pacer (3.35 mm) pacer (3.38 mm) pacer (3.4 mm) pacer (3.44 mm) pacer (3.47 mm) eal, ide eal, ide eal, ide eal, ide eal, ide eal, ide eal, ide NT NT NT T TT Miata.6 Miata /90 4/ NOTE Not shown in diagram Not shown in diagram Not shown in diagram Not shown in diagram Not shown in diagram Not shown in diagram Not shown in diagram Differential / Drive Train = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) NOTE: Due to space limitations, adjustment shims and spacers for some models are not listed here. Please call for information on additional differential parts listings. D-7

88 Torsen Limited-lip Differential Part MM A NUMBER ODE REQ. DERIPTION B Mechanical L/ 2A & 3B ENGINE TYPE YEAR NOTE M Mechanical L/ NT tock L/ from early models. MM Torsen L/ NT Miata.8 MM A P B Torsen L/ Torsen L/ NT Miata.8 T P B Mechanical L/ T P E T0Y BA B2A Torsen L/ LIMITED-LIP DIFFERENTIAL Mechanical L/ Mechanical L/ Mechanical L/ TT Miata GTX Protege.8 DOH OH = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) am-actuated, mechanical limited-slip unit will fit stock case with minor modifications.ee installation and maintenance notes on page TT-3. Torsen Type unit from Miata can be fitted to non-turbo models. May also be used on s (2A &3B). Torsen Type 2 unit from 997 Miata. Type 2 Torsen unit has a slightly higher bias ratio than Type units and is less expensive. ee notes for Part MM above. Replaces stock turbo (mechanical or viscoustype) limited-slip units. tock limited-slip from turbo can be used in place of viscous unit. Easy bolt-in fitment to non-viscous limitedslip Miatas. Replacement of viscous-type differential requires changing output shafts (Part T B). NOTE: s If you are building a first-generation (2A) for road racing (ITA, etc.), we recommend using a GL model. The GL model was fitted with rear disc brakes and a mechanical limited-slip differential. If you have a G model with rear drum brakes, we recommend finding a complete GL rear end (housing, axles, brakes, differential, etc.) from a wrecking yard. Mazda does not offer a complete limited slip assembly for the GL, but we can provide replacement parts (friction discs, etc.) to rebuild the limited-slip. For assistance in finding a GL rear end please call us for salvage yards that specialize in used Mazda parts. D-8

89 Limited-lip Differential Replacement Parts LIMITED-LIP DIFFERENTIAL REPLAEMENT ITEM NO. NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR Plate, Friction 2A & 3B 0 M /6 Plate, Friction NT P Plate, Friction T T0Y Plate, Friction Miata Disc, Friction (2.0 mm) Disc, Friction (2.06 mm - O/) M /2 Disc, Friction (2.0 mm) M /2 Disc, Friction (2. mm - O/). P Disc, Friction T (.75 mm) P Disc, Friction (.85 mm - O/) 2A & 3B 2A & 3B NT T T0Y Disc, Friction Miata (tandard) T0Y Disc, Friction (O/) Miata NT NOTE For competition limited-slip only. Quantity required: (4) / (6). For competition limited-slip only. For competition limited-slip only. For competition limited-slip only models with rear disc brakes models with rear disc brakes. For competition limited-slip only. For competition limited-slip only. Differential / Drive Train = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) NOTE: Quantities for replacement parts listed for the L..D. do not correspond to the drawing provided. D-9

90 Limited-lip Differential Replacement Parts, continued LIMITED-LIP DIFFERENTIAL REPLAEMENT, continued... ITEM NO. NUMBER ODE REQ. DERIPTION Washer, Thrust (.47 mm) Washer, Thrust (.68 mm - O/) 2 M Washer, Thrust (.6 mm) 2 M Washer, Thrust (.8 mm - O/) 2 P Washer, Thrust (.5 mm) 2 P Washer, Thrust (.6 mm - O/) ENGINE TYPE 2A & 3B 2A & 3B NT YEAR 2 T0Y Washer, Thrust Miata M pring, onical NT T0Y pring, onical Miata NT T T P Washer, Thrust T (.77 mm - O/) NOTE For competition limited-slip units only. For competition limited-slip units only. For competition limited-slip units only. For competition limited-slip units only. = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) D-0

91 NUMBER ODE REQ. DERIPTION Piece Driveshaft Various Various Hardened liding Yoke Various Various enter upport Bearing DRIVETRAIN (MIELLANEOU) ENGINE TYPE YEAR NOTE Designed to remove the resonant frequency and harmonics from the working range of driveshaft speed. For GT applications. For transmission fitted with competition extension housing needle bearings. Not recommended for use with transmission bushing. Various Various enter support bearing for competition two-piece driveshaft. 8BB /4 Universal Joint Various Various Replacement U-joint for use on RX2, RX3, RX4 and early models (979-83) with serviceable driveshafts. Also fits competition 2-piece driveshaft. Differential / Drive Train D-

92 BRAKE

93 Hawk Brake Pads Hawk Brake, a division of Wellman-Friction Products, has over 30 years experience as a leader in providing the aerospace industry with quality friction materials. Although relatively new to the racing industry, Hawk Brake has proved its expertise and is providing many top racing teams with friction materials that meet and exceed the quality of the best in the industry. We currently offer three (3) Hawk Brake pad materials to cover street, autocross and racing applications. Please ask us about the availability of other Hawk compounds. Hawk Brake ompound Features: Long pad life up to twice the pad life of leading competitors Extremely rotor friendly High friction coefficients (up to 5.5 mu) onsistent coefficients across all temperature ranges Pads are pre-bedded and ready-to-race Lower cost HP Plus (H) - High Performance treet olo I & II NEW! This new high coefficient material offers excellent brake modulation and is very rotor friendly. It is recommended primarily for street and autocross use, but also may be used for light-duty track events (olo I/Driver s chools). BLAK Y-5 (H2) - High Torque Medium Duty Race NEW! Hawk s new Black Y-5 compound offers lower torque coefficients than the Blue compound, but provides better pedal modulation. Recommended for mediumduty race applications (tracks without severe braking areas). Also may be used for olo II/Autocross applications. (NOTE: This compound is sometimes used for the rear pads, in conjunction with a higher coefficient front pad to alter brake bias or reduce rear lock-up). BLUE (H3) - High Torque Heavy-Duty print Race Recommended for sprint racing and short endurance events. hould not be used for street or autocross applications. Important afety Information: Use of high-coefficient/high-temperature pads will, over a period of use, create heat checks or small cracks in the rotor surface. These generally will occur only on front rotors. These cracks should be monitored on a regular basis as they will eventually widen and/or extend toward the rotor s outer edge. ars without brake ducting (showroom stock, for example) may see this process occur even faster. With continued use, heat checked rotors can shatter. Heat checked rotors should be replaced before cracks reach approximately inch from rotor edge (or if crack widths grow excessively). B-2

94 HAWK BRAKE PAD NUMBER H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H3 ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE Pad et - Front (HP Plus) RX Pad et - Front (BLAK Y5) Pad et - Front (BLUE) Pad et - Front (HP Plus), RX2, RX (2A only) Pad et - Front (BLAK Y5) Pad et - Front (BLUE) Pad et - Rear (HP Plus) Pad et - Rear (BLAK Y5) Pad et - Rear (BLUE) Pad et - Front (HP Plus) Pad et - Front (BLAK Y5) Pad et - Front (BLUE) Pad et - Front (HP Plus) Pad et - Front (BLAK Y5) Pad et - Front (BLUE) Pad et - Front (HP Plus) Pad et - Front (BLAK Y5) Pad et - Front (BLUE) GL (2A only) Pad et - Front (HP Plus) Pad et - Front (BLAK Y5) (GL-E/3B) Pad et - Front (BLUE) Pad et - Rear (HP Plus) Pad et - Rear (BLAK Y5) Pad et - Rear (BLUE) Pad et - Rear (HP Plus) Pad et - Rear (BLAK Y5) Pad et - Rear (BLUE) Pad et - Rear (HP Plus) Pad et - Rear (BLAK Y5) Pad et - Rear (BLUE) Pad et - Front (HP Plus) Pad et - Front (BLAK Y5) Pad et - Front (BLUE) Pad et - Rear (HP Plus) Pad et - Rear (BLAK Y5) Pad et - Rear (BLUE) NT, T & TT NT, T & TT Miata.6 Miata.6 Miata.8 Miata (with conversion from rear drum to disc) (single piston calipers only) Four (4) piston calipers only (GL-E 3B model only) MX6 () MX6 () Brakes NOTE: If another brand of carbon pad has been used on rotors previously, before using any HAWK compound pads, resurface or replace the rotors. Although not required, for best results, HAWK recommends that new rotors be burnished with used HAWK pads. For racing applications where a rear lock-up problem exists, we recommend installation of a brake bias adjuster. Without a bias adjuster, another way to reduce rear lock-up is to use a lower coefficient compound in the rear. For example, use a HAWK BLUE (H3) compound in the front and the BLAK Y5 (H2) or HP Plus (H) compound in the rear. B-3

95 Brake Line Kits (Braided tainless teel) Brake Line Kit Part NUMBER ODE REQ. DERIPTION Brake Line Kit BRAKE LINE KIT (BRAIDED TAINLE TEEL) Brake Line Kit Brake Line Kit ENGINE TYPE YEAR NOTE NT & T TT Brake Line Kit Miata Reusable fittings..6 &.8 = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) Easily fitted to GL & GL-E models (with rear discs). all for information on use of this kit if you are converting a rear drum model to rear disc (thread pitch is different). Includes five (5) lines. Reusable fittings. For use on models with four (4) piston front calipers only. Reusable fittings. Reusable fittings. Brake Proportioning Valve Brake Proportioning Valve Part BRAKE PROPORTIONING VALVE B-4 NUMBER ODE REQ. DERIPTION Brake Proportioning Valve Various ENGINE TYPE YEAR NOTE Tilton brake bias adjuster enables you to make seven (7) immediate and distinct changes in front/rear brake balance.

96 Brake Ducts Brake ducts reduce caliper, rotor and pad temperatures, helping to reduce temperatures and fatigue to the brake system, wheel bearings, hubs, etc. For maximum cooling on vented rotors, we now offer brake ducts that route cool air to the center of the rotor. Brake Air Ducts Part BRAKE AIR DUT NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE Brake Duct Kit (Front) 2A Fits all models except 3B GL-E. Requires modification (cutting) of backing plate for fitment. Template provided Brake Duct Kit (Front) NT & T Models with four (4) piston calipers Brake Duct (Right/Front) Brake Duct (Left/Front) ee NOTE ee NOTE Originally designed for early IMA GTU s. With significant modification, these ducts can be fitted to front brakes. ee NOTE for Part Brakes = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) B-5

97 Brake Rotors & Drums NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE A 2 Rotor (Front) RX A 2 Rotor (Front) 2A FA B FA B FB FB F X NA XA N X FA FA FB A FB A G F X NA A BB A FA Rotor (Front) Rotor (Front) Rotor (Front) Rotor (Front) Rotor (Front) Rotor (Front) Rotor (Front) Rotor (Rear) Rotor (Rear) Rotor (Rear) Rotor (Rear) Rotor (Rear) Rotor (Rear) Rotor (Rear) Rotor (Rear) Drum (Rear) Drum (Rear) Drum (Rear) Drum (Rear) BRAKE ROTOR & DRUM 2A 3B NT T & NT TT Miata.6 Miata.8 2A 3B NT T & NT NT TT Miata.6 Miata.8 RX2 RX3 RX P RX3 RX GL-E model GL model GL-E model = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) / Models with single piston calipers and four (4) lug hub. Early Non-Turbo models with four (4) piston calipers and all Non-Turbo models With normal suspension Non-Turbo vented rotor models with automatic adjusting or sport suspension and GTUs, GXL models. Does not fit 989 GTU and Non-Turbo models. 989 GTU and all Non-Turbo models " drum heck Vin break. B-6

98 BRAKE HOE, HYDRAULI & HARDWARE NUMBER Z Z FA Z A A FB B FDZ Z FA A FA A FB B FB B FB NAY-33-24Z NAY Z ODE REQ DERIPTION Brake hoe et Brake hoe et Brake hoe et Pad Retaining lip (Front) Pad Retaining Pin (Front) Pad Retaining Pin lip (Front) Pad Hardware Kit (Front) Pad Hardware Kit (Front) Pad Hardware Kit (Front) Pad Hardware Kit (Rear) Pad Hardware Kit (Rear) Pad Hardware Kit (Rear) Pad Hardware Kit (Rear) eal Kit, aliper (Front) eal Kit, aliper (Front) eal Kit, aliper (Front) eal Kit, aliper (Front) eal Kit, aliper (Front) eal Kit, aliper (Front) eal Kit, aliper (Front) ENGINE TYPE RX2 RX3 RX3 P RX3 RX4 RX2, RX4 2A 3B NT Miata = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) RX3 RX3 NT & T TT 2A NT & T RX2, RX4 RX3 NT NT & T TT Miata.8 YEAR 972-2/ & NOTE all for information on semimetallic or metallic linings. For 9" drums. all for information on semi-metallic or metallic linings. all for information on semimetallic or metallic linings. Fits Non-Turbo models with four (4) piston calipers. GL model GL-E model Non-Turbo with automatic adjusting sport suspension and GTU, GXL model models with single piston caliper. Non-Turbo models with four (4) piston caliper. Brakes B-7

99 NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE FA eal Kit, aliper (Rear) 2A GL model FA eal Kit, aliper (Rear) 3B GL-E model FB eal Kit, aliper (Rear) NT GTU and all Non- Turbo models H eal Kit, aliper (Rear) NT & T FDY-26-46Z eal Kit, aliper (Rear) TT NAY-26-46ZA eal Kit, aliper (Rear) Miata.6 & A BRAKE HOE, HYDRAULI & HARDWARE, continued... FA Master ylinder, Brake FA Master ylinder, Brake NA ZA Master ylinder, Brake Miata With AB D 2 Wheel ylinder (Rear) Master ylinder, Brake Master ylinder, Brake 980 FA Master ylinder, Brake 2A & 3B FB D Master ylinder, Brake NT FB Master ylinder, Brake NT RX A 2 Wheel ylinder (Rear) RX = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) GL and GL-E model (with 4-wheel disc). FB A Master ylinder, Brake NT With AB FB A Master ylinder, Brake T F B Master ylinder, Brake T NA Z Master ylinder, Brake Miata Without AB A 2 Wheel ylinder (Rear) RX A A FA A FA A Wheel ylinder (Rear/Right) Wheel ylinder (Rear/Left) Wheel ylinder (Rear/Right) Wheel ylinder (Rear/Left) RX4 RX Non-Turbo with automatic adjusting sport suspension and GTU, GXL model. Does not fit Non-Turbo model (990-9). & G model (with front disc/rear drum). GL model (with 4-wheel disc). Without automatic adjusting suspension and AB. With automatic adjusting suspension/without AB. B-8

100 UPENION AND HAI

101 uspension Kits tage I and tage II suspension kits now are offered for A IT applications. tage I Kits (Part K-TG-85-) Includes oil-over trut Hardware Kit (Part DP), amber/aster Kit (Part A), Tokico Illumina adjustable front strut cartridge - (2) (Part TK) / (2) Rear Adjustable hocks (Part TK), (2) Eibach ER 8" Front prings (350 lbs.- Part ), Rear pring Kit (60 lbs. Part ), Adjustable -/8" Front way Bar (Part G), Front trut Tower Bar (Part ). prings may be replaced with alternate spring rates. tage II Kits (Part K-TG2-85-) Includes all tage I components plus oil-over trut Kit (Part KT is provided in place of oil-over trut Hardware Kit), Front ontrol Arm Bushing Kit (Part ), Rear Trailing Link Kit (Part ) (Part K-TG2-9-) Includes amber/aster Kit (Part A), Front oil-over trut Kit (Part A), Koni Adjustable Front trut artridges (2) (Part KN), Koni Adjustable Rear hocks (2) (Part KN), Rear hock Mounting Kit (Part DP), Rear hock Mounting tuds (2) (Part AA), Rear amber Link (Part ), Eibach ER 7" Front prings (400 lbs.) and 0" Rear prings (275 lbs.), Eibach Anti-way Bar Kit (Part EB). prings may be replaced with alternate spring rates. -2

102 amber Kits amber Kits are available in both offset and centered style. Offset Kits allow adjustment of both camber and caster settings, centered amber Kits allow adjustment of camber only. Offset amber/aster Kits require cutting of the upper strut tower sheet metal for fitment. entered amber Kits are offered for olo II/autocross applications where cutting of the strut tower is not permitted. entered amber Kits are designed for use with 2-/2" I.D. race springs and require modification for fitment of stock diameter replacement springs. amber/aster Kit Part A AMBER KIT NUMBER ODE REQ. DERIPTION A amber/aster Kit (Offset) RX2, RX3, RX ENGINE TYPE YEAR NOTE = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) For use with Tokico Illumina shock (Part BZ086) KT amber Kit (entered) For use with Tokico Illumina shock (Part BZ069) or any other shock with stock bearing mount diameter A amber/aster Kit NT & T For use with Koni shock (Offset) (Part R860-49) KT amber Kit (entered) NT & T For use with Tokico, GAB, Koni or other shock with stock size bearing mount diameter. uspension / hassis -3

103 oil-over trut / hock Kits We offer both complete oil-over trut and hock Kits and oil-over Hardware Kits that include all components to modify your own struts or shocks. oil-over Kits are for A IT class racing and for autocross applications where 2-/2" race springs can be used. They are not recommended for street use. Front oil-over Hardware Kit Part DP Front oil-over trut Kit Part A Rear oil-over hock Kit Part DP Rear hock Mounting tud Part AA oil-over trut Kits Part KT & KT New strut tubes (with spindles) are modified into coil-overs for use with 2-/2" I.D. race springs. ollar is welded in place of stock lower spring perch, becoming the seat for threaded sleeve. Kit includes (2) modified strut assemblies, (2) threaded sleeves and (2) lower spring perches. Legal for A improved touring classes. prings and shocks not included Part A trut tubes are fabricated to match the stock tube dimensions using thick-wall tubing and mounting brackets providing a much stronger strut, enabling it to take more abuse without bending or deforming. The tubes are threaded for easy fitment of Koni race cartridges (Part KN). Kit includes: (2) fabricated strut tubes, (2) threaded sleeves, (2) lower spring perches. prings and shocks not included. -4

104 oil-over Hardware Kits Front Kit Part DP Includes: (2) collars (to be welded to strut in place of stock lower spring perch), (2) threaded sleeves, (2) lower spring perches (for 2-/2" I.D. race springs). prings not included Rear Kit Part DP Includes: (2) solid upper shock mounts with integral spring perch (for 2-/2" I.D. springs), (2) threaded sleeves, (2) lower spring perches, and required hardware. Use of Rear hock Mounting tuds also recommended (Part AA) Miata - omplete Kit Part Includes (4) threaded sleeves, (4) lower spring perches, (4) rubber top spring pads, (4) shock adapters (for Koni or Bilstein). Includes installation instructions and directions for trimming stock bump stops. annot be used with Tokico or GAB shocks. Rear hock Mounting tud Part AA Lower mounting position studs for rear shock (in control arm) are modified for fitment of Koni rear shock (Part KN). Lower eyelet in Koni shock is too small for use with stock diameter stud. OIL-OVER TRUT / HOK KIT NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE DP oil-over Hardware Kit (Front) Please call for information regarding fitment to struts DP oil-over Hardware Kit (Rear) NT & T AA 2 Rear hock Mounting tud NT & T For use with Koni rear shock (Part KN) oil-over Hardware Kit (Front/Rear) Miata For use with Bilstein or Koni shocks KT oil-over trut Kit KT oil-over trut Kit A oil-over trut Kit NT & T = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) uspension / hassis -5

105 hock Absorbers and truts Bilstein hocks Bilstein high pressure heavy duty gas monotube shock absorbers are available for the following applications. Their superior damping ability helps improve handling and stability without sacrificing ride comfort. All Bilstein shocks are instantaneously self-adjusting for changing road surfaces and their performance does not decline from age, use or heat. They require no manual adjustments. port and race valving available for an additional charge. NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE BL Gas hock (Front/Right) TT Heavy-duty setting. (Part B46-778) BL BL BL BL N D N B Gas hock (Front/Left) Gas hock (Rear) Gas hock (Front) Gas hock (Rear) Gas hock (Front) Gas hock (Rear) BILTEIN HOK TT TT Miata Miata Miata R Miata R = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) Heavy-duty setting. (Part B46-779) Heavy-duty setting. (Part B46-550) Heavy duty setting. Fits all models except R model. an be used with coilover hardware kit Part (Part B46-488) ee NOTE for Part BL above. (Part B46-489) tock replacement shock for R model. tock replacement shock for R model. -6

106 GAB Gas hocks and truts GAB Gas hocks and trut replacements provide easy external adjustability. GAB hocks offer 8-stage adjustability, while the gas strut replacements have 4-stage adjustability. Rebound and compression valving adjust simultaneously for each setting. GAB has recently announced the availability of UPER R shocks and strut replacements for the and The UPER R is recommended for racing and solo/autocross use only, providing more aggressive valving. NUMBER GB GAB GA HOK AND TRUT ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE trut (Front/Right) NT & T (Part GW3300AR) GB trut (Front/Left) NT & T (Part GW3300AL) GB 2 hock (Rear) NT & T (Part GA9030) GB trut (UPER R) (Front/Right) NT & T (Part GRW3300A/R) GB trut (UPER R) (Front/Left) NT & T (Part GRW3300A/L) GB 2 hock (UPER R) (Rear) NT & T (Part GRX9030A) GB hock (Front/Right) TT (Part GAJ930R) GB hock (Front/Left) TT (Part GAJ930L) GB 2 hock (Rear) TT (Part GAJ9630) GB hock (UPER R) (Front/Right) TT (Part GRA930/R) GB hock (UPER R) (Front/Left) TT (Part GRA930/L) GB 2 hock (UPER R) (Rear) TT (Part GRA9630) GB 2 hock (Front) Miata (Part GA920) GB 2 hock (Rear) Miata GB trut (Front/Right) 323/Protege MX GB trut (Front/Left) 323/Protege MX GB trut (Rear/Right) 323/Protege MX GB trut (Rear/Left) 323/Protege MX = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) all for information on fitment of Miata R. (Part GA9620) (Part GW300AR) (Part GW300AL) (Part GW3600R) (Part GW3600L) uspension / hassis -7

107 Koni hocks and trut artridges Koni hock Absorbers use a twin-tube construction featuring low-pressure gas or hydraulic design. All Koni applications for Mazdas listed are adjustable externally. Koni offers a re-valving service for certain types of shocks and struts. Please call for information on this service and for information on Koni shocks for other Mazda applications. NUMBER ODE REQ. DERIPTION KN 2 trut artridge (Front) ENGINE TYPE YEAR NOTE NT & T KN 2 hock (Rear) NT & T KN 2 trut artridge (Front) KONI HOK AND TRUT ARTRIDGE NT & T KN 2 hock (Rear) NT&T KN hock (Front/Right) TT For street, autocross and racing applications. (Part R port) KN hock (Front/Left) TT KN 2 hock (Rear) TT KN KN hock (Front) hock (Rear) trut artridge (Front) trut artridge (Rear) Miata Miata MX6 & 626 MX6 & = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) For racing applications (A IT ). Use with oil-over trut Kit (Part A) and amber/aster Kit (Part A). Body Length: 3"/Brg. Mount O.D..625" (Part R860-49) For racing applications (A IT ). Use Rear hock Mounting Kit (Part AA) (Part port) For street and autocross, but can be used for racing applications. Requires gutting stock insert and bolting to strut. (Part port) ee NOTE for Part KN above. (Part 804- port) ee NOTE for Part KN. (Part L port) ee NOTE for Part KN. (Part port) For street, autocross and racing applications. an be used with oil-over Hardware Kit. (Part ) (Part port) ee NOTE for Part above. all for information on fitment to Miata R. (Part port) For street, autocross and racing applications. Requires gutting stock insert and bolting to strut. (Part port) ee NOTE for Part KN. (Part port) -8

108 Tokico Gas hocks and truts Tokico offers the Illumina high pressure gas shock in strut cartridges, complete strut replacements and standard shock absorbers. All Tokico Illumina shocks feature five (5) position external adjustability. Rebound and compression valving is adjusted simultaneously for each setting. Please call for information on Tokico high performance shocks for other Mazda applications. We also carry Tokico RZ series strut cartridges for racing use. The RZ strut cartridges are designed for spring rates as high as 400 lbs., but are not adjustable. RZ cartridges are larger diameter (43 mm) and shorter length (.6") than stock strut cartridge replacements. Please call for further information. TOKIO HOK AND TRUT ARTRIDGE NUMBER ODE REQ. DERIPTION TK 2 trut artridge (Front) TK 2 trut artridge (Front) ENGINE TYPE YEAR NOTE Recommended for racing applications (A IT ) where high spring rates (300+lbs.) will be used. Bearing mount O.D. =.588". (Part BZ086) Recommended for street and autocross applications where stock or moderate spring rates (less than 200 lbs.) will be used. haft bearing mount diameter is identical to stock. all for information on fitment to struts. (Part BZ069) TK 2 hock (Rear) Recommended for street and autocross and racing applications. (Part BE237) TK trut (Front/Right) NT & T (Part BB3024) TK TK TK TK trut (Front/Left) hock (Rear) hock (Front/Right) hock (Front/Left) NT & T NT & T TT TT (Part BB3025) (Part BB3633) (Part BU3465) (Part BU3466) TK 2 hock (Rear) TT (Part BU3467) TK 2 hock (Front) Miata (Part BU3686) TK 2 hock (Rear) Miata TK trut (Front/Right) MX6/ (Part BB308) TK trut (Front/Left) MX6/ (Part BB3082) TK 2 trut (Rear) MX6/ (Part BB3083) = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) all for information on fitment to Miata R. (Part BU3687) uspension / hassis -9

109 Eibach prings Eibach springs are made of the highest grade high-tensile chrome-silicon wire and are cold wound on precision N equipment. Each spring is heat-tempered, shot-peened, pre-set for fatigue resistance, phosphate treated and then powder coated for corrosion resistance. Eibach Pro-Kit pring Kits The Eibach Pro-Kit port lowering spring set improves your vehicle s performance. By lowering its center of gravity and optimizing spring rates, roll, dive and squat that normally occur during aggressive driving is reduced substantially. Pro-Kit springs are designed to replace the stock springs in your Mazda, so are ideal for street use and for autocross. ome applications recommend that you build your performance suspension around Eibach 2-/2" ER race springs, which are available in various spring rates (see page -). The NOTE section for each Pro-Kit listed below includes information on the approximate amount the Eibach Pro-Kit will lower the vehicle. Please call for other information regarding spring rates, etc. NUMBER EB EIBAH PRO-KIT PRING KIT ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE Pro-Kit F=.00"/R=.75" (Part ) EB Pro-Kit NT F=.75"/R=.75" (Part ) EB Pro-Kit T F=.75"/R=.75" (Part ) EB Pro-Kit TT F=.00"/R=.00" (Part ) EB Pro-Kit Miata EB Pro-Kit MX6/ F=.25"/R=.25" (Part 55.40) EB Pro-Kit MX6 V F=.00"/R=.00" (Part ) EB Pro-Kit MX6 4 yl F=.25"/R=.25" (Part ) EB Pro-Kit 626 V F=.00"/R=.00" (Part ) EB Pro-Kit MX3 V F=.00"/R=.00" (Part ) EB Pro-Kit MX3 4 yl F=.00"/R=.00" (Part ) EB Pro-Kit Protege & F=.00"/R=.00" (Part ) EB Pro-Kit 323 2WD F=.00"/R=.00" (Part ) = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) all for information on fitment to Miata R. F=.25"/R=.25" (Part ) -0

110 Eibach ER Race prings For over 25 years, European racing teams have turned to Eibach springs for advanced suspension components. The Eibach ER Race prings ystem consists of over 400 main and tender spring choices, allowing racing suspensions to be dialed-in to any track or weather condition. Eibach springs are the highest quality race springs available. Eibach ER Race prings PRING RATE EIBAH ER RAE PRING - 2-/2" I.D. 7 " FREE LENGTH PRING NUMBER " FREE LENGTH PRING NUMBER 0 " FREE LENGTH PRING NUMBER Rear 2-/2" Tender prings s We recommend use of a 50 lbs. tender spring when using Koni rear shock (Part KN). The tender spring and spacer are used in conjunction with a 0" (or 8") free length Eibach ER race spring. Tender spring (Part )/tender spring spacer (Part ). uspension / hassis -

111 uspension Techniques pring Kits Engineered for a balanced ride and handling, optimized spring rates and a lowered ride height provide maximum road handling capability while maintaining an excellent ride on the street. Extensive product development, selection of superior materials and years of spring manufacturing assure the best possible performance and durability. UPENION TEHNIQUE PRING KIT NUMBER ODE REQ. DERIPTION T pring Kit T pring Kit NT & T T pring Kit TT ENGINE TYPE YEAR NOTE T pring Kit Miata Lowers vehicle ride height approximate: F=.00"/R=.00" (Part -050). Does not fit R model T pring Kit MX T pring Kit MX T pring Kit MX T pring Kit Protege = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) Lowers vehicle ride height approximate: F=.00"/R=.00" (Part -054) Lowers vehicle ride height approximate: F=.00"/R=.00" (Part -054A) Lowers vehicle ride height approximate: F=.00"/R=.00" (Part -054) Lowers vehicle ride height approximate: F=.00"/R=.00" (Part -056A) Lowers vehicle ride height approximate: F=.00"/R=.00" (Part -056B) Lowers vehicle ride height approximate: F=.00"/R=.00" (Part -06) Lowers vehicle ride height approximate: F=.00"/R=.00" (Part -00B) Rear ompetition pring Kits ( ) tock diameter competition rear springs for the Recommended for A IT class competition. NUMBER ODE REQ. REAR PRING KIT ( ) DERIPTION Rear pring Kit Rear pring Kit ENGINE TYPE YEAR NOTE pring rate = 50 lbs pring rate = 60 lbs Rear pring Kit pring rate = 75 lbs Rear pring Kit pring rate = 200 lbs. -2

112 Anti-Roll Bars Eibach Anti-Roll Bar Kits Eibach Anti-Roll Bars help reduce body roll and allow the vehicle s handling to be fine-turned to the track and the driver. Eibach Anti-Roll Bars are cold formed from high strength, aircraft grade steel and are carefully designed to fit your vehicle without modification. Kits include urethane bushings and mounting hardware and instructions. Eibach Anti-Roll Bar Kit TT Part EB EIBAH ANTI-ROLL BAR KIT NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE EB Anti-Roll Bar Kit Front mm diameter Rear mm diameter (A) (Part ) EB Anti-Roll Bar Kit NT & T Front mm diameter (A) Rear mm diameter (A) (Part ) EB Anti-Roll Bar Kit TT Front - Tubular 32 mm/.254 Rear mm diameter (A) (Part ) EB Anti-Roll Bar Kit Miata Front mm diameter Rear mm diameter (A) (Part ) EB Anti-Roll Bar Kit Miata Front mm diameter Rear mm diameter (A) (Part ) EB Anti-Roll Bar Kit MX6 / Front mm diameter Rear mm diameter (Part ) = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) uspension / hassis -3

113 uspension Techniques Anti-Roll Bars uspension Techniques Anti-Roll Bar ystems are designed to minimize body roll when cornering, resulting in improved vehicle balance and handling. Each system includes larger diameter front and rear anti-roll bars, low-deflection urethane bushings, complete mounting hardware and installation instructions. uspension Techniques Anti-Roll Bars may be ordered separately (front or rear) on a special order basis. ee NOTE section below for part numbers of individual front or rear bars. Anti-Roll Bar Part T UPENION TEHNIQUE ANTI-ROLL BAR NUMBER ODE REQ. DERIPTION T Anti-Roll Bar Kit T Anti-Roll Bar Kit NT & T T Anti-Roll Bar Kit NT & T T Anti-Roll Bar Kit TT T Anti-Roll Bar Kit Miata ENGINE TYPE YEAR NOTE = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) Front-28 mm (Part T) Rear-6 mm(a) (Part T) (Kit=3-054/F=-054/R = 2-054) Front-28 mm(a) (Part T) Rear-9 mm (Part T) (Kit=3-054A/F=-054A/R=2-054A) Front-27 mm (Part T) Rear-7 mm (Part T) (Kit=3-054B/F=-054B/R=2-054B Front-32 mm (Part T) Rear-9 mm(a) (Part T) (Kit=3-054/F=-054/R=2-054) Front-25 mm(a) (Part T) Rear - 9 mm (Part T) (Kit=3-060/F= -060/R=2-060) T Anti-Roll Bar Kit 323/Protege Front - 9 mm (Part T) Rear - 22 mm (Part T) -4

114 Tubular Anti-Roll Bars Tubular roll bars provide maximum adjustability. The center (torsion) bar can be purchased in three (3) different wall thicknesses (.25",.88",.250"). In addition, the aluminum arms or brackets are adjustable, allowing the suspension to be precisely tuned to balance the vehicle s handling. Tubular Anti-Roll Bar Part & XX TUBULAR ANTI-ROLL BAR (peedway-type) NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE Anti-Roll Bar End Links (Front) TT Tubular bar must be ordered separately Anti-Roll Bar End Links (Front) MX Tubular bar must be ordered separately Anti-Roll Bar Kit (Rear) MX Bar included Tubular Bar (.25") Various - (.25" wall thickness) Tubular Bar (.88") Various - (.88" wall thickness) Tubular Bar (.250") Various - (.250" wall thickness) = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) Front Anti-Roll Bar Kit (Adjustable) An adjustable (3-position) -/8" front anti-roll bar is now available for s. Offered specifically for A IT class race vehicles where often only a front bar is required. Kit includes urethane bushings and heim joints. FRONT ANTI-ROLL BAR KIT NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE G Front Anti-Roll Bar Kit Adjustable (3-position) uspension / hassis -5

115 Front Anti-Roll Bar Mount/Brace Kit / Miata For racing and autocross use, the stock anti-roll bar mount on s and Miatas may flex to the point of breaking. Kit includes two (2) reinforced sway bar mounts. Fitment to Miata requires drilling out spot-welds holding stock bracket to subframe. Anti-Roll Bar Mount/Brace Kit TT Part BK NUMBER ODE REQ. DERIPTION BK Anti-Roll Bar Mount/Brace Kit FRONT ANTI-ROLL BAR BRAKET BR Anti-Roll Bar Bushing Kit TT ENGINE TYPE YEAR NOTE TT Includes mount and bracket. Bushing kit also available. (Part BR) Bronze bushings BK way Bar Bracket Kit Miata pot-welds attaching stock mounts to frame must be drilled out. = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) -6

116 trut Tower Bars Front strut tower bars reduce chassis flex that can cause unpredictable handling. Movement of the chassis during hard cornering can adversely affect wheel alignment and cause handling problems. GAB Adjustable trut Tower Bars feature steel mounting plates and a polished hollow, oval shaped aluminum shaft construction with adjustable ends. trut Tower Bars Part TRUT TOWER BAR NUMBER ODE REQ. DERIPTION trut Tower Bar (Non-Adjustable) AD trut Tower Bar (Adjustable) AD trut Tower Bar (Non-Adjustable) trut Tower Bar (Adjustable) ENGINE TYPE YEAR NOTE Non-adjustable chrome-moly steel bar. Recommended for A IT class NT NT AA trut Tower Bar (GAB) NT Adjustable AA trut Tower Bar (GAB) TT Adjustable AA trut Tower Bar (GAB) Miata Adjustable AA trut Tower Bar (GAB) MX3 323 & Protege AA trut Tower Bar (GAB) MX6/ Adjustable = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) Adjustable chrome-moly steel bar. Recommended for A IT class. Non-adjustable, rigid tubular steel bar. Recommended for A IT class. Fitment to may require modification. Adjustable, tubular steel bar. Recommended for A IT class. Fitment to Turbo may require modification. Adjustable. Does not fit models with A/. uspension / hassis -7

117 Front uspension Bushings ontrol Arm Bearing Kit Part NUMBER ODE REQ. DERIPTION ontrol Arm Bearing Kit RX3 ENGINE TYPE YEAR NOTE ontrol Arm Bearing Kit ee NOTE for Part above ontrol Arm Bushing Kit Tension Rod Bushing Kit Urethane FRONT UPENION BUHING way Bar End Link Bushing Kit way Bar Bushing Kit ontrol Arm Bushing Kit NT & T Urethane Kit includes two (2) spherical bearings that replace stock bushings in control arm. Legal for A IT classes. tock bushings must be pressed out of control arm. Urethane. tock casing must be reused KT ontrol Arm Bushing Kit NT & T UHMW material. Kit includes all front control arm bushings. FBY ontrol Arm Bushing NT & T Rubber/40% stiffer than stock (inner/front bushing). FBY ontrol Arm Bushing NT & T Rubber/40% stiffer than stock (inner/rear bushing) way Bar End Link Bushing Kit NT & T Urethane. Two kits required (Front/Rear) per vehicle way Bar Bushing Kit NT & T FBY trut Mount (Upper) NT & T Urethane Urethane. For stock diameter bar. Urethane. For stock diameter. Rubber/40% stiffer than stock. -8 = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 )

118 NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE F ontrol Arm Bushing TT Rubber/40% stiffer than stock. (Upper) F ontrol Arm Bushing (Lower/Front) F ontrol Arm Bushing (Lower/Rear) F ontrol Arm Bushing upport (Lower/Rear) GAYA-34-46X ontrol Arm Bushing (Right/Rear) GAYA-34-46Y ontrol Arm Bushing (Left/Rear) B2Y ontrol Arm Bushing (Front/Inner) B2Y ontrol Arm Bushing (Rear/Inner) TT Rubber/40% stiffer than stock (front bushing position). TT Rubber/40% stiffer than stock (rear bushing position). TT Rubber/40% stiffer than stock (rear bushing position). F way Bar Bushing TT Rubber/40% stiffer than stock. tock diameter bar. F trut Mount Rubber (Upper - Front & Rear) TT Rubber/40% stiffer than stock ontrol Arm Bushing Kit Miata Urethane NAY ontrol Arm Bushing (Lower) Miata Rubber/40% stiffer than stock (front bushing position) way Bar Bushing Kit Miata Urethane. Except R model (9 mm diameter) way Bar Bushing Kit Miata Urethane. Fits R model only (20 mm diameter). NA A 2 way Bar Bushing Miata Except R model (9 mm diameter). NA way Bar Bushing Miata NAY trut Mount (Upper - Front & Rear) FRONT UPENION BUHING, continued... Miata Rubber/40% stiffer than stock. MX Rubber/40% stiffer than stock (rear bushing position). MX Rubber/40% stiffer than stock (rear bushing position). GAYA trut Mount (Upper) MX Rubber/40% stiffer than stock. 323 GTX Rubber/40% stiffer than stock (front bushing position). 323 GTX Rubber/40% stiffer than stock (rear bushing position). B2Y trut Mount (Upper) 323 GTX Rubber/40% stiffer than stock. = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) Fits R model (20 mm diameter). uspension / hassis -9

119 Rear uspension Bushings Lower Trailing Link Bushing Kit Part REAR UPENION - BUHING NUMBER ODE REQ. DERIPTION Lower Trailing Link Bearing Kit Trailing Link Bushing Kit ENGINE TYPE YEAR NOTE Kit includes four (4) spherical bearings to replace stock rubber bushings in lower links. Requires pressing rubber bushings out of stock links. Uses stock bolts. Legal for A IT classes. NOTE: Kit also available that includes modified lower trailing links, fitted with spherical bearings. (Part ) Urethane Watts Link Bushing Kit Requires pressing stock bushings out of links ontrol Arm Bushing Kit NT & T Urethane. Outer bushings only KT ontrol Arm Bushing Kit KT Toe-teer Eliminator Bushing Kit NT & T NT & T = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) UHMW material. Includes toesteer eliminator bushings. UHMW material. Replaces stock bushing, eliminating rear suspension s toe-steer characteristics KT ub-frame Bushing Kit NT & T UHMW material way Bar End Link Bushing NT& T Urethane. Two (2) kits required Kit (Front/Rear) per vehicle. -20

120 NUMBER ODE REQ. DERIPTION F ontrol Arm Bushing (Upper/Inner) F ontrol Arm Bushing (Lower/Inner) ENGINE TYPE YEAR NOTE TT Rubber/40% stiffer than stock bushing way Bar Bushing Kit Miata.6 & Urethane. mm diameter. FB way Bar Bushing Miata (2 mm diameter) N way Bar Bushing Miata.6 & ( mm diameter) NAY trut Mount (Upper - Front/Rear) TT Rubber/40% stiffer than stock bushing. F Y 2 Trailing Link Bushing TT Rubber/40% stiffer than stock bushing. F Y 2 Toe ontrol Bushing TT Rubber/40% stiffer than stock bushing. F trut Mount Rubber (Upper - Front/Rear) TT Rubber/40% stiffer than stock ontrol Arm Bushing Kit Miata Urethane NAY ontrol Arm Bushing (Lower/Inner) REAR UPENION - BUHING, continued... Miata Rubber/40% stiffer than stock bushing (front and rear bushing position) way Bar Bushing Kit Miata Urethane. 2 mm diameter. Miata Rubber/40% stiffer than stock. B2Y trut Mount (Upper) 323 GTX Rubber/40% stiffer than stock. FRONT UPENION B JOINT & ONTROL ARM NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE A 2 Ball Joint RX A 2 Ball Joint RX3 RX Ball Joint RX3-P ontrol Arm (Right) RX Includes ball joint and knuckle assembly. Ball joint is available separately ontrol Arm (Left) RX Includes ball joint and knuckle assembly. Ball joint is available separately FA FA ontrol Arm (Right) ontrol Arm (Left) ontrol Arm (Right) ontrol Arm (Left) = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) Includes inner bushings and lower ball joint. Ball joint is not available separately. ee NOTE for Part ee NOTE for Part Includes inner bushings and lower ball joint. Ball joint is not available separately. uspension / hassis -2

121 FRONT UPENION B JOINT & ONTROL ARM, continued... NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE FB Ball Joint NT & T FB B ontrol Arm (Right) NT & T Includes inner bushings and ball joint. Ball joint is available separately. FB B ontrol Arm (Left) NT & T Includes inner bushings and ball joint. Ball joint is available separately. F ontrol Arm (Right) NT & T F ontrol Arm (Left) NT & T F Upper Arm (Right) TT Includes bushings. F Upper Arm (Left) TT Includes bushings. F A Lower Arm (Right) TT F A Lower Arm (Left) TT FD Bolt, Upper Arm TT Nut (Part ). FD Bolt, Lower Arm (Inner/Adjusting) TT am Plate (Part FD ) and Nut (Part B B). NA Ball Joint, Lower Miata Bolt (Part H) and Nut (Part B ). NA A 2 Upper Arm Miata Without AB. NA Upper Arm (Right) Miata With AB. NA Upper Arm (Left) Miata With AB. NA A Lower Arm (Right) Miata Ball joint is available separately. NA A Lower Arm (Left) Miata Ball joint is available separately. NA Bolt, Upper Arm (Inner) NA0-28-4A0 4 Bolt, Lower Arm (Inner/Adjusting) Miata Nut (Part ). Washers small (Part ) and large (Part NA0-34-7A). Miata am Plate (Part NA ) and Nut (Part B ). = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) Includes inner bushings and ball joint. Ball joint is not available separately. Includes inner bushings and ball joint. Ball joint is not available separately. Ball joint included, is not available separately. Ball joint included, is not available separately. -22

122 Watts Link Kit Part Lower Trailing Arm Kit Part REAR UPENION LINK AND ARM NUMBER ODE REQ. DERIPTION Lower Trailing Link Kit NA0-28-2A0B NA NA Watts Link Kit amber/ubframe Link (Adjustable) Upper Arm Lower Arm (Right) Lower Arm (Left) Bolt, Upper Arm (Inner/Outer) NA0-28-4A0 NA NA Bolt, Lower Arm (Inner) Bolt, Lower Arm (Outer) way Bar End Link ENGINE TYPE YEAR NOTE NT & T = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) Miata Miata Miata Miata Miata Miata Miata Includes two (2) aluminum links with spherical bearings. Easy bolt-in replacement for stock rigid rear subframe link. Allows adjustment of rear camber. Fitted with spherical bearings, left and right hand threads allow camber adjustment with link on vehicle. Inner bushings included. Inner and outer bushings included. Inner and outer bushings included. Nut (Part ). Nut (Part B ) and am Plate (Part NA ). Nut (Part B ). B2Y Trailing Link 323GTX Rubber bushings included are 40% stiffer than stock. B2Y Lateral Link 323 GTX Adjustable link. B2Y Lateral Link (Right) 323 GTX Rubber bushings included are 40% stiffer than stock. B2Y Lateral Link (Left) 323 GTX Includes two (2) new modified lower trailing links. Rubber bushings are replaced with spherical bearings, helping to eliminate bind problem in rear suspension. NOTE: pherical bearing and bushing kit also is available. (Fitment of spherical bearings to upper links is not recommended.) Rubber bushings included are 40% stiffer than stock. uspension / hassis -23

123 NUMBER ODE REQ. DERIPTION teering Knuckle Riser pacer Tie Rod End (Outer) A 2 Tie Rod End (Inner) AF Tie Rod End (Outer) NT & T ENGINE TYPE YEAR NOTE pacer is installed to put steering geometry back to stock position when suspension has been modified (lowered). FB A 2 Tie Rod (Inner/Right/Left) NT & T For right tie rod on without power steering use Part FB A. FB A Tie Rod (Inner/Right) NT & T Models without power steering. 8AN NA Tie Rod End (Outer) Tie Rod (Inner) TEERING Dust Boot, Tie Rod End B 2 Tie Rod End (Outer) RX Tie Rod End (Inner) RX A 2 Tie Rod End (Outer) RX3 RX A 2 Tie Rod End (Inner) RX3 RX4 Miata Miata / / NA Tie Rod (Inner) Miata Without power steering With power steering. = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) Urethane replacement tie rod end dust boot is more durable than stock rubber. -24

124 FRONT WHEEL BEARING AND EAL NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE Wheel Bearing (Outer) RX2, RX3 & RX Wheel Bearing (Inner) RX2 & RX3 B Wheel Bearing (Outer) Wheel Bearing (Outer) 2A & 3B Wheel Bearing (Inner) RX FB E 2 Wheel Bearing/Hub NT & T FB E 2 Wheel Bearing/Hub NT & T GA5-26-5X 2 Wheel Bearing/Hub TT Bearing not available separately. NA X 2 Wheel Bearing/Hub Miata Without AB. Bearing not available separately. NA XA 2 Wheel Bearing/Hub Miata With AB. Bearing not available separately Wheel eal RX2 & RX3 RX4 2A & 3B FB A 2 Wheel eal NT & T = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) Fits models with single piston calipers. Includes wheel seal. Bearing not available separately. 4 lug wheel. Non-Turbo models with 4 piston calipers, and all Non-Turbo models (989-9). Includes wheel seal. Bearing not available separately. 5 lug wheel. uspension / hassis -25

125 NUMBER ODE REQ. REAR WHEEL BEARING AND EAL DERIPTION ENGINE TYPE YEAR NOTE B 2 Wheel Bearing eal et RX2 & RX3 Includes bearing, collar, sheet seal and gasket Wheel Bearing eal et RX4 Includes bearing, collar, sheet seal and gasket A 2 Wheel Bearing RX2 & RX Wheel Bearing 2A & 3B FB0-26-5A 2 Wheel Bearing NT & T J Wheel Bearing TT B B 2 Wheel Bearing Miata Wheel eal RX2, RX Wheel eal RX4 2A & 3B FB A 2 Wheel eal NT & T G Wheel eal Miata Wheel Bearing pacer RX Wheel Bearing pacer FA Wheel Bearing pacer 2A & 3B Wheel Bearing ollar Wheel Bearing ollar RX = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) NUMBER ODE REQ. DERIPTION WHEEL TUD Wheel tud 2A RX2, RX3, RX4 ENGINE TYPE YEAR NOTE tuds thread into hub in place of stock lug bolts. Makes changing wheels much easier. Overall length of stud is longer allowing use of alternate wheels. (Use Loctite to secure stud into hub.) Overall stud length (-3/4") /usable thread length (-/4"). Use lug nut (Part ). -26

126 Engine, Transmission & Differential Mounts ompetition rubber mounts reduce the amount of movement of the major vehicle assemblies under racing conditions. Mounts are molded with 40% stiffer rubber. ompetition mounts also are less likely to break under severe conditions. ENGINE, TRANMIION & DIFFERENTIAL MOUNT NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE Engine Mount FBY Engine Mount NT & T F Engine Mount TT Right side F Engine Mount 2 TT Left side NAY Engine Mount Miata GAYE Engine Mount MX6 V GAYE Engine Mount 2 MX6 V GAYE Engine Mount 3 MX6 V GAYE Engine Mount 4 MX6 V GAYE Engine Mount 5 MX6 V B2Y Engine Mount 323 GTX B2Y Engine Mount GTX B2Y Engine Mount GTX B2Y Engine Mount GTX BY Engine Mount & Protege DOH BY Engine Mount & Protege DOH Transmission Mount FBY Transmission Mount NT & T F Differential Mount TT NAY Differential Mount Miata B2Y Differential Mount (Front) 323 GTX B2Y Differential Mount (Rear) 323 GTX = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) uspension / hassis -27

127 BODY KIT AND WINDOW

128 Miata (E Production) Body Kit Designed for A E Production Miatas, this is an aerodynamic and aggressive-looking fiberglass body kit. Front fenders and bumpers mount using stock brackets. Rear fender flares must be riveted/molded to stock rear fenders. Miata (EP) Body Kit Miata (EP) Body KIt omplete Kit (Part K-MX5P ) includes: Fiberglass front bumper (with integral air dam) Rear bumper Front fenders Rear fender flares Hood MIATA (E PRODUTION) BODY KIT NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE Hood Miata Weight: 2 lbs. Headlight doors molded into hood Front Bumper Miata Rear Bumper Miata RF Fender (Front/Right) Miata LF Fender (Front/Left) Miata RR Fender (Rear/Right) Miata LR Fender (Rear/Left) Miata BK-2

129 IMA GT-2 Body Kit Designed for IMA GT-2 competition, this body kit was designed by Dave Lynn at Jim Downing s shop in Atlanta, Georgia. Aerodynamic and lightweight, the kit consists of six (6) components and is available in either fiberglass or carbon-fiber. Body Kits and Windows IMA GT-2-Body Kit IMA GT-2 Body Kit omplete Kit: Fiberglass Part K-F arbon-fiber Part K Front nose section (with integral air dam) Front fenders and hood Left and right doors (with integral rocker panels) Roof panel (including A-pillars) Rear deck section (with left and right quarter panels and rear valence) IMA GT-2 BODY KIT NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE F Front Nose/Air Dam TT Use 700 for carbon/fiber F Hood/Front Fenders TT Use 70 for carbon/fiber F Right Door/Rocker Panel TT Use 702 for carbon/fiber F Left Door/Rocker Panel TT Use 703 for carbon/fiber F Roof/A-Pillars TT Use 704 for carbon/fiber F Rear Deck/Quarter Panels/ Valence TT Use 705 for carbon/fiber. = NEW! ompetition Part NT = Non-Turbo T = Turbo T T = Twin-Turbo (93-95 ) BK-3

130 Mark I, II and GTO Body Kit Mark I Body Kit The Mark I Body Kit is generally used for A GT3 lass. The front and rear flares are not as wide as the Mark II Body Kit and the rear flare does not extend into the door (as does the Mark II Kit). Mark II / GTO Body Kit The Mark II Kit was used for IMA GTU lass. The front and rear flares are very wide and the rear flares extend into the doors using a separate door cap. pecial GTO rear fenders, nose panel and whale tail (wing) are also available that can be used with Mark II front fenders. NUMBER RF LF A-RF A-LF RR LR ODE REQ. DERIPTION Fender (Front/Right) Fender (Front/Right) Fender (Front/Left) Fender (Rear/Right) Fender (Rear/Left) ENGINE TYPE YEAR NOTE Mark I Mark I Mark II and GTO Mark II and GTO Mark I Mark I A-RR Fender (Rear/Right) Mark II A-LR RR LR A B Fender (Front/Left) Fender (Rear/Left) Fender (Rear/Right) Fender (Rear/Left) Air Dam (Front) Air Dam (Front) Air Dam (Front) Nose Panel (Front) Bumper (Front) Hood Door (Right) Door (Left) Mark II GTO GTO Mark I. Does not include bumper. Use with Part Mark I. Includes bumper. Mark II GTO Mark I. Does not include air dam. Use with Part N Bumper (Rear) Mark I. Does not include bumper end caps Bumper (Rear) Mark I. Includes bumper end caps P P B MARK I, II and GTO TYLE Door ap (Right) Door ap (Left) poiler (Rear) poiler (Rear) Mark I, II, GTO Mark I, II, GTO Mark I, II, GTO Mark II and GTO Mark II and GTO Mark I (wrap-around style) Mark II and GTO (whale-tail) BK-4

131 986-9 IMA GTU/GT-2 tyle Although no longer legal for IMA competition, this bodywork was used by many of the Mazda teams. It is available in both fiberglass and carbon fiber/graphite. A lower-profile, more aerodynamic front bodywork was designed by layton unningham. These components (nose panel, front fenders and air dam) are available in carbon fiber only ( R in notes section). Body Kits and Windows IMA GTU/GT-2 TYLE NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE M RF Fender (Front/Right) Use G-RF for graphite. M L-RF Fender (Front/Right) R (low-profile) M LF Fender (Front/Left) Use 2G-LF for graphite. M L-LF Fender (Front/Left) R (low-profile) M RR Fender (Rear/Right) Use 3G-RR for graphite. M LR Fender (Rear/Left) Use 4G-LR for graphite. M Air Dam (Front) Use 5G for graphite. M L Air Dam (Front) R (low-profile) M poiler (Rear) Use 6G for graphite. M Door (Right) Use 7G for graphite. M Door (Left) Use 8G for graphite. M Hood Use 9G for graphite. M A Rocker Panel (Right) Use 20A-GR for graphite. M A Rocker Panel (Left) Use 202A-GR for graphite. M Nose Panel (enter) Use 25G for graphite. M L Nose Panel (enter) R (low-profile) M Rear Panel (enter) Use 250G for graphite. M LT Headlight Lens (Left) M RT Headlight Lens (Right) BK-5

132 LEXAN and PLEXIGLA WINDOW NUMBER ODE REQ. DERIPTION ENGINE TYPE YEAR NOTE LX Windshield Lexan mar-resistant LX Windshield Lexan mar-resistant LX Windshield Lexan mar-resistant Rear Window Plexiglass M Rear Window Plexiglass. ize matches window and frame assembly. Available while supplies last. M LX Rear Window M LX Rear Window M LX Rear Window Lexan mar-resistant MX LX Rear Window MX Lexan mar-resistant MX Rear Window MX Plexiglass Rear Quarter Window Plexiglass (Right) Rear Quarter Window Plexiglass (Left) Lexan. ize of window is same as stock window without frame. Available while supplies last. Lexan. ame as Part M LX except size matches window and frame assembly. Mazda peed Touring Kit (all for Information) BK-6

133 TEH TIP

134 Rotor Housing Tech Tips Modifying Rotor Housings Peripheral-Port Housings tock rotor housings must be modified for use in competition engines. On housings, the air injection passages must be blocked. imply cut off the top /4" of the nozzles that stick up into the exhaust port, then weld them shut. If 976-on rotor housings are being used, we recommend closing off the exhaust port air passage openings by welding a disc of stainless steel inside the exhaust sleeve. Tech Tips In road racing, the peripheral-port rotor housings are legal only in IMA GT- 2 and A GT-/GT-2 classes. In a peripheral-port engine, the intake and the exhaust ports are located in the rotor housing. The surface on these housings is chrome-plated to increase wear-resistance and the coolant passages are designed for superior flow. Use of peripheral-port housings requires use of side housings with epoxy-filled intake ports. TT-3

135 hecking for Wear and Measuring Before cleaning used rotor housings, you should inspect them carefully as described in the following paragraphs.. Replace the housing if any of the following are found: a. racks around the trailing spark plug hole on the trochoid inner surface that exceed 8 mm in length. b. Any flaking, dents, scratches or deformation of the surface. c. Galling or small scratches on the side of the rotor housing between the inner O-Ring and the inner trochoid surface. 2. On a flat surface, set the rotor housing on its base (standing vertically). heck to see that the bottom surface of the housing is parallel and that there is no warpage. If warpage on one side is greater than 0.04 mm (0.006"), replace the housing. 3. Measuring rotor housing width or crush: a. igns of gas leakage or deposits appearing on the side of the rotor housing (on the combustion side) will indicate a variance in the housing s width or crush. b. Measuring rotor housing width requires a mm micrometer for 2A engines or a mm micrometer for 3B engines. Measurements should be taken in four (4) places around the housing (see Figure ). hoose one point at the top of the housing and three (3) other points on the spark plug side. Each of the three (3) measurements should be approximately 3/4" from the other. Figure c. Place the micrometer on the inner side of the water O-Ring groove to take the measurement. ompare the measurement taken at the top of the housing with the smallest measurement taken at the three (3) combustion chamber locations. If the width difference is more than 0.06 mm (.0023"), the housing must be replaced. If within tolerance, use these measurements to check clearance between apex seal and side housing. (ee Apex eal Tech Tips on page TT-3.) ROTOR HOUING WIDTH HOULD BE: TT-4 2A ENGINE = 70 mm (2.756") 3B ENGINE = 80 mm (3.49")

136 Measuring learance Between Rotor and Rotor Housing. When bearing clearances have been set, install outer oil seals, O-Ring and springs on one side of the rotor. This will prevent the rotor from scuffing the side housing as it is rotated for measurements. 2. Invert the rotor and insert it in the rotor housing. The O-Ring will hold the oil seal in place. 3. Using a feeler gauge, as shown in Figure 2, measure the clearance between the rotor and the rotor housing. There are four (4) measuring points, two on each side of the rotor housing, at approximately " below and above the horizontal centerline. Tech Tips Figure 2 OWABLE ROTOR TO ROTOR HOUING LEARANE I: 2A ENGINE = mm (0.057" ") 3B ENGINE = mm (0.077" ") If the measurement taken at any one of the four (4) points is less than the allowable range, the rotor may contact the housing at high rpm. The housing should be replaced or the rotor can be clearanced by grinding the face. leaning lean carbon and any other deposits with paint thinner or a similar solvent. Remove all scale and rust from the coolant passages and water jackets. TT-5

137 ide Housing Tech Tips Modifying ide Housings For any type of ported motor, use a gas-nitrited housing (979-85). We recommend using the housings with part number prefixes of 887, as they are less expensive. The gas-nitrited housings have a dull gray finish and a hardened surface that significantly increases their durability and service life. If you are building a bridgeport engine, we now offer side housings that have been bridge-ported (rough-cut) on a N mill, saving approximately 50-75% of the required hand grinding time. In a peripheral-port engine, because the intake ports are in the rotor housing, you must seal the stock intake ports with an epoxy material. There are a number of products that will work for this procedure. We recommend using either Devcon Plastic teel Epoxy or Plastic teel. Rough up the inside of the port before applying the material, then plug one end of the port and pour the epoxy material in the other end. Ensure there is a slight recess (approximately /6") below the finished housing surface. hecking for Wear and Warpage. Before cleaning the side housings, check the following: a. The area where the side housing contacts the rotor housing. heck around the passages for signs of coolant or gas leakage, surface abrasions and corrosion. b. On the rubbing surface, check for excessive wear or scuffing in the area of the path traced by the rotor seals particularly on the spark plug side of the housing. NOTE: On Turbo engines, carefully check the upper tubular dowel bosses for cracking. 2. leaning the side housings: a. Remove any surface deposits with paint thinner or similar solvent. If the deposits cannot be removed using solvent, use 400 to 600 grit sandpaper wet with oil, on a flat block of wood or aluminum. 3. heck for surface flatness (housing distortion): a. Use a straight edge and a set of feeler gauges. b. heck the surface in the four locations shown in Figure 3. The maximum limit for warpage or distortion is 0.04 mm (0.006"). If distortion exceeds this limit at any point on the housing, it must be replaced. TT-6

138 Figure 3 4. Use a dial indicator with a sharp tip and a dial indicator stand (shown in Figure 4). The allowable limit for wear is 0.mm (.0039"). If wear exceeds this limit, the housing must be replaced. Although replacing a damaged housing is preferred, it may also be resurfaced. Resurfacing must be done on a surface or blanchered grinder and then lapped to obtain the proper finish. Tech Tips Figure 4 NOTE: If you notice excessive wear over a relatively short period of use (0. mm or more after 2000 miles, or less), it may be an indication of dirt of other contaminants in the engine. Use of a highly efficient air filtration system is a must. Filters that allow even minimal amounts of dirt into the engine can quickly damage rotor seals, side housings and rotor housings. TT-7

139 Rotor Tech Tips hecking for Wear and Measuring the Rotor Before cleaning, inspect the rotor for gas leakage or any damage. In particular, look for any signs that the rotor has contacted the side housing. These marks are generally found at the tip of the rotor. Internal Gears heck the gears for cracks, extreme abrasions, dents, nicks, scratches and other damage to the gears and teeth. racks will sometimes appear around the spring pin holes and in the spring pin itself. leaning Do not use a stone, sandpaper or any tool or abrasives to remove carbon from the apex seal groove. Remove carbon deposits in the groove with a brush and kerosene or soak in carburetor cleaner. Measurements Using a mm (2A engines) or mm (3B engines) micrometer, measure the rotor at the three (3) points shown in Figure 5. To calculate the clearance between the side housing and rotor, use the following formula: [ROTOR HOUING WIDTH (TOP OF HOUING)] [MAX. ROTOR WIDTH AT ANY POINT MEAURED] OWABLE RANGE FOR IDE HOUING TO ROTOR LEARANE I: 2A ENGINE = mm (0.005" ") 3B ENGINE = mm (0.005" ") ROTOR WIDTH (FROM GEAR TO LAND) HOULD BE: 2A ENGINE = mm (2.748") 3B ENGINE = mm (3.42") TT-8

140 Figure 5 Using a straight edge and a set of feeler gauges, measure the height of the rotor land (or rotor land protection), as shown in Figure 6. Tech Tips Figure 6 OWABLE RANGE FOR ROTOR LAND PROTETION I: 2A ENGINE = mm (0.0059" ") 3B ENGINE = mm (0.0079" ") On stock rotors, since the rotor gears are only pressed into place, carefully check to ensure the gear has not moved or walked outward. We recommend that you have a retaining ring installed to hold the stock rotor gears in place. It is very common for stock rotor gears to begin to protrude into the side housing surface at high rpm unless secured. NOTE: ee page T T -7 for Rotary Engine Balancing Tech Tips. TT-9

141 Rotor Bearing Tech Tips heck for abnormal abrasions or signs of flaking or seizing. The bearing should be replaced if flaking is evident over one-half of its total area. If the old bearing does not have any excessive wear, reuse it, as an old bearing is generally preferred over a new one. Measurements Using an inside micrometer, measure the rotor bearing at twelve (2) points (as shown in Figures 7 and 8). alculate two oil clearance measurements using the following formula:. [MINIMUM INIDE DIAMETER] [MAXIMUM JOURNAL DIAMETER] 2. [MAXIMUM INIDE DIAMETER] [MINIMUM JOURNAL DIAMETER] ROTOR BEARING OIL LEARANE RANGE I: mm (0.0029" ") Figure 7 Figure 8 TT-0

142 Bearing Removal Drill out the locking screw with a 7 mm drill. Use the Mazda rotor bearing installer and remover tool (Part ) to press out the bearing. Be sure to remove the adapter ring from the tool before removing the bearing. Also, be sure to press the bearing out from the side opposite the gear. After removing the bearing, clean the mating surface of the rotor. ecuring Rotor Bearing to Rotor All rotor bearings used in competition should be modified to keep them from spinning inside the rotor. ompetition factory rotors come equipped with three (3) set screws between the bearing and rotor casting. These screws eliminate such spinning. If you are using stock rotors, however, some form of bearing-torotor attachment must be used. Tech Tips There are two methods used to prevent the rotor bearing from spinning inside the rotor. The traditional way is to use a locking screw. This modification is explained below. The other method involves the use of low-viscosity Loctite. Bearing Installation and Locking crew Modification Install the adapter ring onto the bearing installer tool. Press from the internal (gear) side. Ensure that the clinch lock is properly positioned. Press all the way down until the adapter ring contacts the bearing boss. Installation of rotor bearings can be made easier by slightly heating rotor (00 F) and freezing bearing (32 F). This allows the rotor to expand and the bearing to shrink, providing more clearance for easier installation. When installing locking screws, the bearing expander tool must be in place before drilling, to prevent the bearing from deforming. Drill three (3) set-screw holes 3.5 mm (0.37") in diameter, 8 mm (0.35") in depth, equally spaced around the rotor bearing. Holes must be drilled on the side opposite the rotor gear and no set screw should be within inch of the rotor bearing seam. Next tap the three (3) holes with an M4-0.7 tap, then clean the threads with compressed air. Be sure to smooth the surface over the screw, then carefully clean the rotor to eliminate any metal shavings. TT-

143 ide eal Tech Tips Measurement of learance Between orner eal and ide eal With a feeler gauge (as shown in Figure 9), measure the clearance between the corner seal and the side seal. Figure 9 THE OWABLE RANGE I: 2A ENGINE = mm (0.0020" ") 3B ENGINE = mm (0.0039" ") MAXIMUM UPPER LIMIT FOR REBUILD I: 0.20 mm (0.0078") learance can be adjusted by removing material from the ends of the side seal. Purchasing the pre-cut side seals will make this job much easier. Two different methods can be used:. If you have access to a rotary grinder, use a stone the same diameter as the corner seal to remove the material. 2. Use a flat file as shown in Figure 0; file the ends of the side seal so it will fit the corner seal. This angle should be identical to the original angle on the side seal. Remember: Do not bend or alter the curve of the side seal. The curve should match the groove in the rotor. If you need to remove a considerable amount of material, cut the seal first, then file it to its final shape. For assembly purposes, remember to mark each side seal as you finish fitting them to a particular groove. TT-2

144 Figure 0 ide eal troke Measurement The side seal stroke should be checked by measuring the free length of each side seal spring, using a vernier caliper. ide seal springs should have a minimum free height of 0.5 mm (0.096"). After installation of each spring and seal, ensure that the seal moves smoothly, up and down, within its groove. Tech Tips Apex eal Tech Tips heck for damage or excessive wear in these areas:. Apex seal groove. Look at the rotor groove from the side (profile view), check for a V-shape at the top of the groove. This is a sign of excessive seal drag. 2. Apex seals that are broken on the ends (corners chipped off, etc.) or that show signs of any scrubbing against the side housings. eals will actually expand under excessive rotor temperatures. Improper rotor temperatures are normally the result of: a. Excessive combustion temperatures caused by overly lean mixture or by ignition being too far advanced. b. Insufficient oil flow to the inside of the rotor from the eccentric shaft. c. An improper oil/fuel mixture or defective metering oil pump. If the apex seal tip shows any signs of uneven or unusual wear (chipping or scarring), it is sign that the rotor housing surface is operating at excessive temperatures. This is an indication that coolant temperatures are also too high. Modify or change the following if you suspect excessive cooling system or rotor housing temperatures:. Increase the cooling system flow rate by reducing water pump speed to eliminate cavitation. (ee ooling ystem Tech Tips, TT-26.) 2. Increase the radiator capacity and efficiency. (ee ooling ystem Tech Tips, TT-26.) 3. Modify the water jackets of the rotor housing to provide additional surface area for increased cooling efficiency. (ee ooling ystem Tech Tips, TT-26.) TT-3

145 Apex eal Measurements. After marking each apex seal to denote its location on the rotor, measure each apex seal as in Figure. Figure Measure the height (A) at both ends. Measure the length (B). Measure the width () at both ends. NOTE: eals measuring less than 7.0 mm (0.2756") in height must be replaced. When new, the apex seal will be approximately 8.5 mm (0.3347"). 2. Using the rotor housing width calculation (see rotor housing measurement - top of housing), calculate the clearance between the apex seal and the side housing as follows: [ROTOR HOUING WIDTH (TOP OF HOUING)] [APEX EAL LENGTH] = LEARANE OWABLE RANGE FOR APEX EAL TO IDE HOUING LEARANE I: 2A ENGINE = mm (0.0035" ") 3B ENGINE = mm (0.0047" ") NOTE: For endurance engines, we recommend additional seal to housing clearance - to a maximum of 0.5 mm (0.006"). a. Adjust apex seal/side housing clearance. If measured clearance is lower than allowable range, it can be adjusted. However, it is extremely important that the ends be kept square. To ensure the seals are ground absolutely square, we recommend using a surface grinder. Install the apex seal in the seal groove and secure it with a large rubber band. The rotor can then be mounted on the surface grinder to ensure that an accurate cut is made. b. anding the end of the apex seal with 400 to 600 emery paper is also an alternative way to remove excess material. However, it is very difficult to ensure the edge will remain square using this method. If you do not have access to a surface grinder, use a guide (see Figure 2). Be careful not to remove too much material from the apex seal. TT-4

146 Figure 2 3. Measuring gap between apex seal and apex seal groove. a. This measurement requires a feeler gauge. Allowable range for apex seal to groove clearance is: mm (0.0027" "). Tech Tips NOTE: For maximum horsepower, some engine builders prefer additional seal-to-groove clearance ( mm/ "). The increased clearance allows combustion gas to enter the gap between the seal and groove, pushing the seal against the rotor housing with greater force. However, this increased clearance also significantly increases apex seal wear. b. The apex seal/apex seal groove clearance can be adjusted by sanding the flat sides of the apex seal with 400 to 600 grit sandpaper on a flat surface, such as a piece of glass or side housing. heck the measurement often to avoid removing too much material. Apex eal troke Measurement Apex seal stroke is the available travel of the seal spring in its groove, and is a function of the seal spring. To measure the apex seal stroke, check the free height of the seal spring by placing it (arch upward) on a level surface. Free height should be measured using a venire caliper. MINIMUM EAL (FREE HEIGHT) HOULD BE: 2A ENGINE = 3.5 mm (0.38") 3B ENGINE = 5.0 mm (0.97") After installation of each seal and spring, ensure that the seal moves smoothly, up and down, within its groove. TT-5

147 orner eal Tech Tips orner seals should always be replaced when rebuilding an engine. If necessary, the seal recess should be cleaned out using a 7/6" AN bolt, using the unthreaded section of the shank, cut off squarely. In fitting corner seals, generally, the best fit is a tight one. To make sure it is not too tight, depress the seal with your finger; if it pops back up, it is correct. alculation of the clearance between the corner seal and groove is: [INIDE DIAMETER OR ORNER EAL REE] [ORNER EAL DIAMETER] THE OWABLE RANGE FOR THI LEARANE I: mm (0.0008" ") orner eal troke Measurement orner seal stroke is measured by checking the corner seal spring free length, using a vernier caliper. MINIMUM FREE LENGTH I: 0.5 mm (0.020"). After installation of each spring and seal, ensure that the seal moves smoothly, up and down, within the recess. ounterweight Tech Tips ounterweights balance the rotors. If you are changing rotor weight, you will also need to change or modify the counterweights. If you are using a lightened flywheel, to keep everything in balance, you will need to use a rear counterweight for an automatic transmission flexplate. tock front counterweights used on s after 980 are smaller and their weight is more concentrated than earlier types. They have a 00 angle instead of the 80 angle found on earlier counterweights, which helps reduce rotating mass weight. Using the lightest flywheel available will allow your race engine to rev more freely and reach its power band more quickly. However, A Improved Touring class and many other classes do not allow changing to a lightened flywheel. It is legal to update or backdate parts from other years of the same model. The flywheel (Part N ) is the lightest stock flywheel available for the 2A, weighting 24 lbs. Early A flywheels are 32 lbs. and A flywheels are 27 lbs. If changing to the A flywheel (Part N ) be aware of these necessary parts/ modifications: For or a pre-979 rotary model: Purchase a manual transmission front counterweight (Part N20--5). Rotary models prior to 979 be advised that changing to an flywheel may not be legal. TT-6

148 For a ; purchase a manual transmission front counterweight (Part N20- -5). The combination of flywheel and rotors is recommended because they are the lightest stock components available. The complete rotational component group (eccentric shaft, rotors, flywheel, counterweight) must be rebalanced when changing any of the components. Rotary Engine Balancing Tech Tips (Procedures and pecifications) BALANE WEIGHT ADJUTING HOLE Tech Tips REAR BALANE WEIGHT Engine Balance Procedure ENGINE BALANE PEIFIATION ROTOR 2A OMPETITION ENGINE 3B OMPETITION ENGINE 20B OMPETITION ENGINE Rotor Weight Including Rotor Gear 4260 grams 4920 grams 3750 grams Maximum Rotor Unbalance 50 grams 50 grams 50 grams Maximum Balance Weight Unbalance 50 grams 50 grams 50 grams Balance rpm 720 rpm 720 rpm 720 rpm NOTE Dummy Weight 4797 grams 5474 grams 4304 grams Includes weight of rotor, all seals, springs and rotor bearing. enter Offset 2.05 mm 2.70 mm 2.75 mm Difference of center offset to each gear side. TT-7

149 tationary Gear/Main Bearing Tech Tips heck for any indications of unusual wear, cracking or damage on the teeth. Any cracks will normally appear at the root of the gear teeth. Measurements. With an inside micrometer, measure the inside diameter of the main bearing at the eight (8) points shown in Figures 3 and 4. Figure 3 Figure 4 2. Determine the oil clearance using the following calculations: A = (MINIMUM INIDE DIAMETER) (MAXIMUM DIAMETER OF BEARING JOURNAL) B = (MAXIMUM INIDE DIAMETER) (MINIMUM DIAMETER OF BEARING JOURNAL) THE LEARANE OF DIMENION A & B FOR ENGINE OPERATING UP TO 8500 RPM HOULD BE MM (0.0030" "). LEARANE FOR ENGINE OPERATING ABOVE 8500 RPM HOULD BE 0.0 MM (0.0040"), IULARLY AT THE REAR JOURNAL BEAUE OF EENTRI HAFT FLEX AUED BY THE OUNTERWEIGHT. NOTE: When using a stock eccentric shaft, allow an additional 0.03 mm (0.005") of clearance at the rear half of the rear journal. TT-8

150 Bearing Replacement. To remove the bearing, use a press and main bearing puller (Part ). Remove the adapter ring from the puller and press from the gear side (as shown in Figure 5). Tech Tips Figure 5 2. When installing a new bearing, follow these procedures: a. Attach the adapter ring to the press tool. b. Make certain the clinch lock section of the bearing is in the proper location. In addition, to prevent galling of the bearing or gear, lubricate the outside of the bearing with an anti-seize lubricant or Loctite leeve Retainer. lightly heating the gear (00 F) and freezing the bearing (32 F) will ease installation. c. Press the bearing all the way down until the adapter contacts the gear flange. (ee Figure 6.) Figure 6 TT-9

151 Eccentric haft Tech Tips Modifications If a stock eccentric shaft is being used in a high rpm engine, replace the stock oil jet with a competition oil jet (Part ). This modification is not recommended for street use. Inspecting the Eccentric haft Journals: Look for scratches, nicks, scuffing or any other abnormal signs of damage. Oil galley: If the blind plug is removable, unscrew the plug with an allen wrench and clean the oil galley with a brush and solvent. Then blow compressed air into the galley to remove all contaminants. If the shaft has a pressed-in blind plug and there has been any bearing failure, the shaft must be replaced. Blind plug: heck to ensure the blind plug is tight. A loose plug will allow oil leakage. Needle bearing: Insert the transmission input shaft and note the fit. heck for any seal damage and replace if necessary. Measuring Eccentric haft Journal Diameter. Measure across each journal in two (2) directions, X and Y, as shown in Figure 7. Measure each journal in this way at four (4) points along its axis. Always replace thermo-pellet valve assembly when overhauling your engine ( models). Figure 7 TT-20

152 2. Measure the run-out using V-blocks, a dial indicator and a stand. Find a flat surface and measure as shown in Figure 8. The allowable limit for run-out is 0.05 mm - 0. mm. The shaft should be replaced if this limit is exceeded. OWABLE RANGE FOR EENTRI HAFT END PLAY I: mm (0.006" ") NOTE: Remember to put a dab of grease in the pilot bearing. Tech Tips Figure 8 Dry ump Tech Tips Fitment of the Factory Dry ump ystem requires use of a ompetition Dry ump Regulator (Part ) and Dry ump Oil Pan Plate (3B-Part A/2A-Part ). Extensive modifications to the front and intermediate side housings and rotor housings are necessary for fitment of the suction tubes for the dry sump system. Please contact us for further information on these modifications. In addition, alternate engine mounting is required when using the dry sump system. Please call for information about these modifications. Remote dual oil filters (without an internal bypass) are recommended for any dry sump system. Be sure to mount the remote filter mount so that the filters are screwed on with the open end up. Oil filters should always be filled with oil before installation. TT-2

153 Rotary Engine Tech Tips Miscellaneous The information provided in this catalog is intended for use by individuals with some knowledge of rotary engine rebuilding. There are many experienced high-performance rotary engine rebuilders across the country. Please contact us for the locations of these shops. Engine Assembly Notes Once you have determined that all clearances are correct, by sure to coat all surfaces with petroleum jelly. eals can also be kept in position using petroleum jelly. Using Hylomar is recommended on and around the water and tubular dowel O-Rings. Petroleum jelly will tend to expand these rubber O-Rings quickly. Engine Break-In Procedures A proper and careful break-in period for a newly rebuilt engine is extremely important. The break-in procedures listed on the following page may seem excessive. However, an engine that has been broken in properly will see more power across the engine s rpm range and longer service life than a comparable engine that has not. If using the old bearings, please note the difference in hours and mileage requirements for the break-in period. When breaking in any engine (race or stock), use a low ash content, mineralbased racing oil (20 w or 30 w). After the break-in period, change to a mineral or synthetic racing oil (30 w or 40 w). Race Engine Break-In Using a dynamometer for engine break-in is preferred. If you do not have access to a Dyno, use the mileage break-in figures on the next page. The engine should first be run at idle for minutes. During this time, be sure to check for leaks and keep an eye on the gauges. Ideally, for the first 00 miles (depending on use of new or used bearings), avoid operating the engine above 5000 rpm or under heavy load. From miles, gradually increase rpm, but never allow the engine to approach red line. Beyond 200 miles we recommend only short bursts of power approaching red line for 00 miles. At this point, change the break-in engine oil. The engine break-in period is now complete. TT-22

154 TIME & MILEAGE REOMMENDATION DYNO HOUR MILEAGE RPM NEW BEARING OLD BEARING NEW BEARING OLD BEARING TOTAL Tech Tips REOMMENDED TEMPERATURE, PREURE & OMPREION oolant Temperature (Outlet ide) Oil Temperature (Oil Pan) Oil Pressure tock Pressure Regulator Early (Pre-979) Engines with himmed Pressure Regulator ompetition Pressure Regulator Engine ompression ( Engines) Range for earlier engine will be slightly lower. Difference between chambers should not exceed 20 psi (hot). Engine Timing* (Factory Recommended ettings) BREAK-IN RANGE NORMAL RANGE MAXIMUM LIMIT F F 205 F F F 250 F rpm rpm rpm (HOT) (HOT) (w/carbon seals) 20 BT leading 20 BT trailing NOTE: The use of a tell-tale tachometer or an engine rpm cutoff for race engines is highly recommended. *ome modified (ported) engines may require alternate engine timing. TT-23

155 TIGHTENING TORQUE TORQUE ITEM ITEM FOOT LB. KG-m Tension Bolts Drive Pulley 65-00* 9-4* Locknut (counterweight) Flywheel Front over tationary Gear Oil Pan Water Pump Water Pump Pulley Pressure Regulator park Plug Intake Manifold Exhaust Manifold Pressure Plate *pecific torque is determined by end play measurement. LEARANE & MEAUREMENT Rotor Housing Width learance Between Rotor and Rotor Housing urface learance Between ide Housing and Rotor ide Housing tep Wear Rotor Width (Gear to Land) Rotor Land Protection ITEM Maximum Permissible Difference in Width of Rotor Housing park Plug Hole rack Limit learance Between Apex eal and Apex eal Groove learance between Apex eal and ide Housing 2A 70 mm (2.756") mm (0.0257" ") mm (0.005" ") mm (2.748") mm (0.0059" ") mm* (0.0027" ") mm* (0.0035" ") TANDARD 0.06 mm (0.0024") 0.08 mm (0.3") 0. mm (0.0039") 3B 80 mm (3.49") mm (0.077" ") mm (0.005" ") mm (3.42") mm (0.0079" ") mm (0.005" ") mm (0.0047" ") ENGINE TEH TIP REFERENE PAGE NUMBER TT-4 TT-5 TT-4 TT-4 TT-8 TT-7 TT-8 TT-9 TT-5 TT-4 TT-24

156 LEARANE & MEAUREMENT, continued... 2A TANDARD 3B ENGINE TEH TIP REFERENE PAGE NUMBER learance Between ide eal and orner eal mm " ") mm (0.0039" ") TT-2 Rotor Bearing Oil learance mm (0.0029" ") TT-0 Main Bearing Oil learance mm* (0.0030" ") TT-8 Maximum Permissible Run-Out of Eccentric haft 0.05 mm (0.002") TT-9 Eccentric haft End Play *heck Tech Tips ection for Alternative pecifications mm (0.006" ") TT-20 Tech Tips EAL PRING TROKE (FREE HEIGHT) TROKE MORE THAN ENGINE TEH TIP REFERENE PAGE NUMBER Apex eal, 2A 3.5 mm (0.38") TT-5 Apex eal, 3B 5.0 mm (0.97") TT-5 orner eal 0.5 mm (0.020") TT-6 ide eal 0.5 mm (0.020") TT-3 Oil eal 0.5 mm (0.020") TT-25

157 ooling ystem Tech Tips A common problem with the rotary engine when used in sustained, high rpm use (road racing) is that of overheating. The following recommended modifications are intended for racing use ONLY. Unfortunately, a single modification usually will not solve an overheating problem. It generally takes a few (if not all) modifications to solve a serious overheating problem, depending on the conditions (temperature, etc.) you race under. Pulleys hanging to competition drive and water pump pulleys will significantly reduce, if not eliminate, water pump cavitation. Water pump cavitation on a rotary engine (with stock pulleys) is unavoidable at rpms above and is a significant contributor to engine overheating. avitation is defined as a disruption of the water/coolant flow through the water pump. It is created when the water pump impeller spins at such a high speed that it is actually churning instead of pushing the coolant through the pump. hanging to a larger water pump pulley and a smaller drive pulley, allows the water pump to spin at lower rpms, effectively transporting the fluid through the pump. (NOTE: An alternate size alternator pulley is available that reduces the speed at which your alternator spins, providing longer alternator life.) Water Pump/Thermostat If you are using a stock (cast-iron) water pump, we recommend gutting the stock thermostat, leaving just the thermostat casing. Because some restriction is helpful, generally removing the thermostat is not as effective as using a gutted thermostat or restrictor. It is also important to plug the thermostat housing s water bypass. This can be done very easily by tapping the hole (/2" pipe tap) and installing a plug. Radiator/Oil ooler In general, we have found that for road racing, rotaries need a heavy duty radiator and oil cooler to improve engine cooling. We offer competition aluminum radiators, heavy duty oil coolers and water/oil heat exchangers for rotary applications. A water/oil heat exchanger can be used with, or in place of an oil cooler. They are very effective in bringing down oil temperatures. TT-26

158 A s The oil cooler on these s is mounted under the oil filter. It should not be used for competition purposes. Early model ( s) use a shorter radiator than the s that allows room for the oil cooler to be mounted underneath. Although an oil cooler can be mounted in front of the full length radiator, this set-up seems to significantly restrict air flow to the radiator, which can cause overheating. ooling ystem Pressure Increasing the cooling system pressure by changing the cap will raise the boiling point of the fluid and will also keep the fluid from being expelled into the overflow tank. We recommend use of a radiator cap with a pressure rating no higher than 7-8 lbs. Tech Tips ooling ystem Fluid We recommend using a 90% water to 0% glycol mix. Water has superior heat transfer properties (2-/2 times better) than glycol-based coolant products. Using distilled or purified water will reduce scale build-up. It s important to remember to change back to a 50/50 water/glycol mix when storing the car, especially if you live in severe winter climates. TT-27

159 Quarter Master lutch Tech Tips Moment of Inertia Moment of inertia, with respect to rotation, is called angular momentum. Angular momentum is the force that has to be overcome to spin a circular component (e.g., a flywheel and clutch). It is a function of the mass of the part and the radius on which the mass is positioned. The more centered the mass is on a circular part, the lower the angular momentum, and the less horsepower is needed to spin the part. This translates to the flywheel/clutch assembly being able to accelerate faster at every rpm range. For example, Quarter Master s aluminum flywheel and 7-/4" aluminum clutch unit together are rated at 46.3 inch-pounds. In other words, the assembly requires approximately 46.3 inch-pounds of force to initiate movement. In comparison, Quarter Master s aluminum flywheel and the new compact 5- /2" aluminum clutch unit require approximately 0 inch-pounds of force to initiate movement (a 30% reduction). Installation Tips heck for any oil leaks If any trace of oil is found within the bellhousing or at the back of the engine, determine the source and replace the seal or gasket. Pilot bearing inspection Before installing your new Quarter Master clutch, carefully inspect the pilot bearing for wear. Replace the bearing if any wear is found. Bellhousing alignment inspection To prevent input shaft and clutch hub spline wear, check to ensure that the transmission face of the bellhousing is square to the eccentric shaft face (within.002" indicated runout). The bellhousing must be machined flat if outside of this measurement. The transmission receiver hole of the bellhousing should be concentric to the eccentric shaft (within.006" indicated runout). If not within specifications, you will need to relocate the dowel pins on the engine block. TT-28

160 Input shaft inspection Be sure the clutch discs slide all the way down the input shaft without binding. heck for any signs of twisting or bending of the input shaft. Quarter Master does not recommend using anti-seize compound or any other lubricant on the input shaft splines. Flywheel installation Insert the 5/6" (grade 8) bolts into the flywheel from the back side. (This is not required of flywheels with spline nuts.) Bolt the flywheel to the eccentric shaft and torque as required. Use Loctite and/or safety wire to secure these bolts (do not use star washers). lutch housing installation Install the clutch housing over the 5/6" bolts, placing it squarely onto the flywheel. Index one 5/6" bolt head against the lip of the back side of the flywheel. heck to ensure the bolt fits freely into the housing. Any binding of these bolts can cause serious damage to the clutch, clutch pack and floater plate installation. Quarter Master clutch packs for rotary applications include one end disc and one center disc. The hub of the end disc protrudes from only one side. The hub on the center disc has a flat hub which protrudes from both sides of the disc. Install the clutch pack and floater plate in this order: ) Install the center clutch disc (in either direction). 2) Install the floater plate (in either direction). 3) Install the end disc with rivet heads (stamped Q.M.I.) facing the engine. Tech Tips Pressure plate and clutch cover installation With clutch pack and floater plate in position, install the pressure plate into the housing with the flat side against the disc. Then, install the clutch cover onto the housing, checking dowel pin alignment (7-/4" clutch only). The cover fits on one way. Install the washers and tighten (finger tight) the nuts onto the clutch bolts. Using an alignment tool or input shaft, align the clutch discs and torque to 20 foot-lbs. Release bearing Use a Quarter Master radius-faced release bearing do not use a stock bearing. Minimum clearance between the release bearing and clutch fingers should be.25". Be sure to install a return spring to keep the bearing from riding on the clutch fingers. In addition, a stop should be installed to limit clutch pedal travel. Over-traveling the diaphragm spring (clutch fingers) will shorten the life of the clutch and lead to premature failure of the engine thrust bearing. TT-29

161 Maintenance Information Flywheels heck for ring gear damage, including cracks. arefully check for broken or cracked welds on flywheels with welded-on ring gears. heck disc surface for warpage. The maximum allowable warpage is.006". If resurfacing the flywheel, maintain a step height of.00" (+.000"/-.002"). Housing (7-/4" and 5-/2" clutches) heck to be sure the pressure plate and floater plate(s) slide through the housing freely. Otherwise, the clutch will not release properly. heck for cracks, broken teeth, discoloration (caused by excessive heat) or grooves cut into teeth by the friction disc. If any damage is found, check for misalignment or a worn pilot bearing. Replace any component that shows wear. 7-/4" clutches The housing register measures 7.356" 7.357" when new. The minimum measurement should never be less than 7.355" to maintain proper location of the housing. 5-/2" clutches The housing register measures 5.66" 5.67" to maintain proper locating of the housing. lutch discs (7-/4" and 5-/2" clutches) heck for cracked or warped discs or hubs, loose rivets and excessive spline wear. Replace the clutch discs when needed, according to the following specifications. Minimum disc thickness: 2-DI (GOLD) =.090" Floater plates (7-/4" and 5-/2" clutches) heck for broken teeth and significant warpage. Maximum allowable warpage is.006". Floater plate thickness measures.79".8" when new. The minimum allowable thickness is.77". Pressure plate (7-/4" and 5-/2" clutches) heck for broken teeth and significant warpage. Maximum allowable warpage is.006". The two-disc pressure plate measures.534" when new. The minimum allowable thickness is.528". lutch cover (7-/4" and 5-/2" clutches) heck for diaphragm discoloration and excessive wear on diaphragm fingers. Quarter Master can rebuild your clutch cover if it shows excessive wear and cannot be serviced elsewhere. For additional information regarding Quarter Master clutches, please contact them directly at (847) TT-30

162 Differential/Drive Train Tech Tips Differential Information As a rule, differential temperatures should stay below 200 Fahrenheit range. onsistent temperatures above this level can reduce the service life of the limited slip and differential significantly. A new differential and limited-slip unit should be broken in over a period of approximately miles. Operating temperatures that slightly exceed 200 F during this period are normal. A 90W hyoid gear oil should be used for the break-in period. Thereafter, we recommend switching to a synthetic gear lube that is compatible with limited-slip differentials. Torsen-Gleason differentials do not require limited-slip gear oil. Tech Tips etting Up the Ring & Pinion Use the stock factory specifications in your shop manual for adjusting the ring & pinion. Attaining the proper tooth contact pattern is essential to obtaining the optimum service life from the ring & pinion. For racing purposes, a tooth pattern that contacts at the edge or toe side of the teeth is preferred. This type of contact pattern will make more noise than a centered contact pattern; however, it will reduce the chance of teeth breakage. Gear marking compound will provide the most accurate display of the ring-to-pinion gear tooth pattern. After obtaining the desired tooth pattern, follow the recommended preload specifications in your factory service manual. We recommend use of a new crush collar each time you rebuild the differential. Replacing the pinion bearings is also recommended. ee the Mazda pecial Tool section in Appendix A of this catalog for a listing of differential tools available. Installation Tips When installing a limited-slip unit, new side bearings should be purchased, as old bearings are normally damaged when removed. If you are installing the competition limited-slip unit in a 980 or earlier model, the axle shafts must be modified. Remove /8" from the inner end of each axle. TT-3

163 Maintenance The limited-slip friction plates and discs should be checked periodically for wear and replaced, if necessary. Oversize friction discs are available for ompetition units and some stock units. Friction discs and plates should be replaced when they reach approximately.0748". Their thickness when new will be approximately.0787" +/.0008". TT-32

164 APPENDIX: PEIAL TOOL