What this Mazda MX-5/Miata-based Bullet V8 Roadster was doing at Lakeside Raceway’s All-American Day is beyond me. They limit entry to American cars and there’s nothing American about this NA-series MX-5/Miata, modified by a small company here in Queensland. Before you think this is another one of those ubiquitous SBC swaps, that’s not the kind of V8 that’s under the hood.
The MX-5 has always delighted enthusiasts thanks to its lightweight, rear-wheel-drive platform and its sense of poise and balance. But some people have always seen the car as crying out for more power, an inherently talented chassis that can handle so much more. But if you were expecting a simple V8-swap MX-5, that’s not the case with the Bullet. Although these use an MX-5 body and various components, there was a new space-frame chassis underneath with a new MacPherson strut front suspension and a MX-5-derived double wishbone set-up at the back. A limited-slip differential was borrowed from the Holden Commodore and beefier Brembo brakes were standard.
Photo courtesy of Bullet Cars
Initially, Bullet models used the RX-7’s 13B rotary engine but in 1999, the company started installing 4.6 Rover V8 engines as used in British TVR sports cars. These were mated to a Tremec five-speed manual.
The Rover crate motors increased in price so Bullet switched to refurbishing and rebuilding Toyota’s 1UZFE 4.0 32-valve V8, as used in the Lexus LS, SC and GS, and producing 295 hp and 280 ft-lbs. A supercharged version, producing 429 hp and 405 ft-lbs, was used in the Roadster SS. A Lexus four-speed automatic was an option but, well, why would you bother? That Tremec stick will do just fine, thank you.
Weighing just under 2800 pounds, performance was spectacular. The SS could finish the quarter mile in 12 seconds flat, reach a top speed of 290 km/h, and accelerate to 60 mph in around 4 seconds. Even the regular Roadster could do the 0-60 dash in just under 5 seconds and the quarter mile in 13.5 seconds. One would expect sparkling performance considering the price these listed for: AUD$98,000 for the naturally-aspirated model and an eye-watering AUD$120,000 for the supercharged model, the latter almost four times as expensive as a new MX-5.
Bullet Cars has changed owners but still exists in one form or another, with plans for new vehicles on the horizon. The limited number of Roadsters they have produced remain highly sought after on the used market and have kept their value amazingly.
When I saw this Roadster at the All-American show, I was confused as to what it was doing there. I was also puzzled as I’d never heard of the car before. What I thought was simply an MX-5 with an engine swap revealed itself to be so much more. Now, I’d like to take a drive in a Roadster SS, please.
Related Reading:
Automotive History: 1989 Mazda MX-5 Miata – Simple Pleasures
Future Classic: 2016 Mazda MX-5 Miata – The Gift That Keeps on Giving
I “get” the desire to have some powerplant other than a GM, but let’s face it, the LS is a fantastic engine and an absolute bargain. The Lexus mill only serves to make an expensive car more expensive.
And the 1UZFE has a timing belt. Seriously. Yuck.
…and a starter located in the valley of the V….under the intake plumbing. Bleh!
I feel a sudden “need for speed”. Nice swap, but I still like the idea of the Rover (Buick 215 for purists) swap better. The MX5 is just so “tossable” that I have to believe you keep more of what makes it so fun if you start the swap with an engine weighing about 25% less.
http://www.gomog.com/allmorgan/engineweights.html
And I’ll be the contrarian…I’d like to see/drive one of these with a 13b rotary to keep it all in the family so to speak.
I always wondered why Mazda didn’t offer the rotary engine as a performance upgrade for the Miata. It seems to me that it would essentially drop right in and would provide more power (I’m too lazy to see if the rotary weighs more than the four cylinder Miata motor). The only reason that I can think of why they didn’t do it was that the performance of the rotary Miata might be better than that of the RX7/RX8, which had morphed into more of a Grand Tourer than out and out sports car.
Wouldn’t consider the FD RX-7 to be a grand tourer, though.
I expect a lot of it had to do with not sullying the Miata name—the big advantage of the Miata is that is a simple, reliable, little convertible—a British roadster without the work. A rotary would require extra care and attention, and would probably damage the overall Miata brand even as the reciprocating engines remained dependable as ever.
There might have been some price issues as well—more power means more brakes, more suspension, etc. People who aren’t set on a Miata tend to be surprised at the cost of new ones—25-30K for a two-seat convertible seems a lot in a car-per-lb. America, particularly without a roundel, star or rings. Mazda had trouble getting people to pay for RX’s, and even V6’s—I wonder whether a more powerful Miata would really generate enough volume (even the Mazdaspeed MX-5 was only a step removed from aftermarket).
The issue at this point is that the rotary would really struggle to meet the latest emissions rules (and avoid a gas-guzzler tax). Mazda conceded about five years ago that they could not afford to do that, at least without siphoning money away from a lot of other stuff that’s more commercially important.
Rover V8? I’d rather have a stock 4.6 Ford V8 so at least it would be reliable.
MONSTER Miata was always one of my favorites for their swap of a 302 Ford V8 into a Miata. – Miata with the heart of a Mustang!
The OHC 4.6L Ford is physically huge – it isn’t fitting in a Miata. The 302 is much smaller. Same with the Rover and Chevy LSx engines.
I was really just saying 4.6 Rover V8? Heck if I’m going to have a 4.6 it will have to be much more reliable than anything Rover spits out.
As mentioned above, weight distribution would be an issue in a car that size.
My friend has an LS1 Miata. Even with a mostly-stock Z28 5.7, it is…WOW!
The only V8 Miata I’ve seen up close was a 302 but it was a pretty raw adaptation, the SBF was shoved down the Miata’s throat. The case here is totally different, the car come out with a good deal of engineering. And I love the 32V Toyota V8 option. Expensive but unique.
I’m thinking a 2.3L Ecoboost would be a hoot in one.
I didnt realise that outfit was still in business, Rover crate engines were popular for dirt speedway stockcars in NZ nice and light so more bash reinforcing can be added and you still stayed under max weight and cheap enough it didnt matter if a rod made an exit hole, they’ve since been replaced with Toyota and Nissan V8 motors cheap as chips from Japan and capable of huge HP,
These could be a fun engine swap MX5s are extremely cheap right now $1500 buys a very tidy one.
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While I admit I respect the amount of work that went into it–AUS being RHD, I’d just as soon import a TVR Griffith and be done with it!
(Personally I’d rather have a Cerbera or Chimera, but the Griffith is more of a direct comparison.)
TVR’s were about $130k for the Cerbera, or $150k+ for the Griffith in the mid-late 1990s
Well I was thinking a used one. And the article lists the prices for these bullet roadsters as being $98K N/A or $120K supercharged…
A relatively simple Monster Miata would be much more reliable and much easier to maintain and repair than a Griffith.
12 seconds in 1/4 mile seems a little slow for such a small car with over 400 hp.
Traction would be the issue in such a light car. I know a guy with a Sunbeam Tiger with 400+ hp, and he can spin the wheels on the 3-4 gear shift and past 100 mph.
In NA LSX swaps have largely supplanted the Windsors. More HP is the reason. Personally, I would stick with the Ford just because it’s still in the extended family, more or less. I mean it’s not like a 302 is underpowered. Apparently, the Ford-sourced T5 trans is also lighter than the Mazda unit. Monster also swapped in an MN12 pumpkin in the rear.
The extra weight of this combined with the lighter trans changed the weight bias by only 1% to the front.
LS is also lighter than a 302.
Point taken, as I pointed out , what’s the diff between 300HP or 400HP in a 2400# car, both are going to be quick in real world conditions
When I saw it, I too wondered how it ‘snuck’ in. And great to meet you, Will.
If you’re game you’re welcome to come for a track cruise next time.