Okay…so some of you may know me as the Pink Sceptic, as I’m the mechanic and not, definitely NOT the driver of my wife’s PINK Mk 1
BUT, the bug has bitten and I’m now looking for a MX5 of my own, preferably with a bit of umph that I can drive at weekends but also do the occasional track day or hillclimb
I have located an apparently genuine BBR Turbo not far from me, and it needs TLC but supposedly nothing major.
Buying advice please on this model, should I even consider it? And how does it differ from a standard car of the same era (1990 ish)
I’ve noted it has standard “buttercup” alloys rather than the BBR alloys but that’s not an issue, but I really want to make sure that little else has been changed. For example did the car have standard dimension brakes? The car still has aluminium bonnet etc.
All help gratefully received before I make a complete idiot of myself and buy a dog
I’d give Neil at BBR in Brackley a ring, I’m sure he can answer all your questions and if you give him the reg/chassis number of the car you’re considering he may be aware of the cars history.
These were all dealer fit, so there is no standard BBR appearance package; some might have the two part type 2 front lip spoiler, boot spoiler, or have the full Finishline bodykit and wheels. All that was available to Mazda in 1990 were standard brakes. There was a suspension upgrade available, which could be fitted to any MX5 of the time, as well as the viscous LSD. The problem with the BBR 25 years on is spares support; I understand the exhaust manifold is prone to cracking, and replacements are difficult to obtain. Plus 25 year old 3rd party electronics (fueling etc).
General condition assessment will be much the same as any mk 1.
BBR conversion was mainly engine related, although other parts were sometimes fitted as well as has been stated.
If you google it you can find online period brochures giving original specs and options. I have a set of the original dealer instructions which detail how to fit the conversion.
As has been stated already the manifold will either be cracked or been repaired. It should having expansion slots in the flange. Dont be put off by all this talk of cracking though as sturovo over on nutz has made a fabricated replacement which is reasonably priced (cheaper than a proper cast iron repair).
The waste gate actuator is likely to be weak giving a loss of boost but turbo is a fairly mundane t25 from a late 80’s SAAB so it’s not hard to repair or replace. If you have it refurbed be aware that the wastegate/exhaust housing will be cracked.
The original ecu BBR fitted has a cut out at 7psi, if you want the sort of power often acheived by today’s diy conversions you will need a stand alone ecu. Make sure you have a green light on the BBR fitted piggyback ecu which is located under the passengers feet next to the original. It may be missing completely! The original intercooler will be behind the rad and may have been upgraded and relocated to give greater charge cooling.
It most certainly is not a water to air chargecooler!
I have a BBR conversion and the dealer fitting instructions!
The original intercooler (air to air) fits behind the rad like that pic and therefore is inefficient. There is no link to any water Cooling system, just 3 brackets to the rad. Many owners either fit a half width Honda Civic rad like I have, or fit an entirely new replacement located in front of the rad.
Dont worry about any of this if the price is right then buy it. MX5 prices will rise one day and limited editions and period conversions will be in demand.
I might give it a go,or I might just get myself a Mk1 Eunos…
They seem plentiful and a 1.8 might be more fun to tune up than a BBR turbo. I had a Nissan 200Sx some years ago, like s**t off a shovel but used to eat turbochargers for breakfast.
