Paging Keith Tanner

I seem to remember you mentioned an NC Miata with an Ecoboost engine requiring an adjustment to the firewall to allow room for the hpfp.  Can you comment on how much room/ is it ultimately feasible?

Thanks in advance!

That's as far as I have investigated :) You will need an Ecoboost engine for specific dimensions, which I do not have.

That big thing hanging off the back of the valve cover. Looks like there might be a coolant manifold back there as well to make things interesting. IIRC the NC engine is awfully close to the firewall. (Ford Performance 2.3 Ecoboost crate engine shown)

Do we have a scoreboard metric for number of threads titled "Paging Keith Tanner?"

We have an Ecoboost NB build here: https://grassrootsmotorsports.com/forum/build-projects-and-project-cars/who-thinks-an-ecoboost-miata-is-a-good-idea/179908/page1/

Obviously doesn't apply directly to an NC but you can see some of the areas he cut out and why, which might still be helpful.

Thanks all for the information and help.  Trying to get a feel for what kinda project I want next (definitely a convertible).

Engine swaps - the mechanics of it - hasn't changed much. "If" the OEM ECU, harness, sensors, dash, and transmission are all factory, than yes, it's pretty much "plug and play" other than getting it to physically fit.

BUT, if you're planning on changing anything, like adding a turbo, or changing the transmission, and/or going to a different dash, it'll range from easy to impossible. The ease or difficulty depends almost entirely upon whether someone's done the work before, it works great, and they sell the software changes. If you're on the bleeding edge, better get used to analyzing CAN messages and how to create new ones.

The NC is pretty simple from a CAN aspect, it's really only partially implemented. At core, it's a 2003 platform that never evolved. Since Ford sells a crate Ecoboost, the engine software aspect is sorted. You're certainly not going to run a turbo DI engine on a naturally aspirated PI ECU. The nice thing about an Ecoboost in an NC is that the stock MZR engine is basically the Ecoboost ancestor, so it will bolt up to the trans.

This question was about the physical installation of the engine, which is a reasonable place to start.

IIRC the 2.3 in the Ranger puts the pump on the valve cover, not behind the engine.

I have never seen underhood of an NC before, what does it do for coolant plumbing?  The Duratec engined Rangers had a coolant tube that exited the rear of the block and went forward over the exhaust side.