...saw this on ebay, anybody heard/seen this before?

SPG header

 

At least this is truth in advertising.

This header with Fuel & Ignition Tuning made 6 RWHP & 11 FT. LBS of TQ. on our Dynapack Dyno. Without a way to tune the system we have seen only 2 HP and 3 FT LBS. or so

That's about what it should be making in terms of power. A gain of 4-5 max. It just doesn't do anything useful.

 

Never heard of them. They should have more pictures than that so you may gauge quality. The description is full of HP double-speak.

 

some pics from the seller...

 

11ft lbs is a nice gain...

 

I thought there are other headers out there?

and I've never heard of them

 

What that does not tell you is wether the 6whp gain was actually due to the header or if tuning would have got that anyway (without the header).

 

Not bad, and very honest numbers. Quite interesting.

 

the quality looks pretty good..

 

well the seller has only sold 2 other things in his entire ebay history...

i found a company called sgpetch that does rally racing
www.sgpetch.co.uk and
www.sgpmotorsport.co.uk

who knows if that's the company that made the header...

i think it would be a good buy for anyone not planning on going with forced induction

 

http://sgpracing-store.stores.yahoo.net/index.html

 

wow their "sale" price on the website for that header is $720.00

i hope whoever buys it is from this forum and will give some feedback

 

That's with "Fuel & Ignition Tuning"

You can get more gains with fuel management than what they're claiming with fuel management AND the header :P

 

depending on how aggressive you are, and how bad the test car was tuned in the first place.


I'd like to see someone collect the siamesed port runner further down, but I don't know if there's room under the car. And the stock header-back length would change. The center port(s) cannot possibly flow the same as the outer ones.

 

I think that's what Hymee did, and what RG had talked about, a header that's much longer than the factory unit, it looked like it was about 4 feet long. Even then I think Hymee reported 222 HP at the crank, with tuning and everything, although I don't remember what the baseline HP was.

At least this header is pretty? For $720 it better be, heh.

 

In next week i will be testing my Swedish made RX-8 header. I have a RotoTest hub dyno so the results are very accurate! I hope to achieve 10 fwhp if not i will build a prototype 2 header
If eveything goes as i plan i will sell the header and complete exhaust system to Usa!.

 

I'm liking the little header across the top for the air injection system - actually looks like a little thought went into the design, and whoever made it knows the RX-8 systems....

This could be the first header that wouldn't automatically throw a check engine signal, because the air was disconnected.

S

 

speaking of air injection pump, is the pump supposed to get constant power when the car is running? my guess is it should, that is why there is a diaphragm in betwen the pump and the tube that goes to the header to control the O2 flow. reason I'm asking is that I'm not getting any voltage to the pump. I've checked the fuse and seems to be fine. can somebody confirm this... thanks!

 

so RX8s are front wheel drive in Europe ? Sorry could not resist .
Sound great Lasse - look forward to seeing some results.

 

Everyone keeps trying to make equal length tube headers to get power out of the Renesis. Has anyone thought of expansion cambers? In someways the rotary works like a 2 stroke motor and expansion cambers are used to extract more power out of those. Equal length headers don't seem to work on 2 stroke engines.
Also, why are they combining the tubes so close to the engine? The tuned system on my 85 RX7 didn't have the pipes come together until the rear axle.

 

Expansion chambers on 2 strokes have a much different set of conditions. Divergence cones send a negative pressure pulse in the reverse direction sucking out more exhaust. Convergence cones send a positive pressure pulse to pack in the air-fuel that was sucked out the exhaust port. The Renesis has no overlap between exhaust and intake so it wouldn't need a convergence cone.

There may be some limited benefit for a convergence cone but there isn't enough room to do that. Not to mention when a convergence cone has to travel through a radius it does funky things to the accoustic waves at different RPM.

Despite how pretty the header looks in the picture I think the numbers they quoted were probably accurate. There just isn't that much to gain especially without overlap. And if there was, I' certain Maxda would have built it that way.

 

Haha flywheel horse power i mean of course
I could't do any logging yeterday becausse of RS232 cable not functioning. Anyway i made some 142 kw@8400rpm my fuel cut starts at 8700 rpm according to RotoTest but tach says 9500 rpm don't know whats right! Keep you posted when something new happening!

/Lasse

 

I have recorded max rpm of 8900 - 9000 . The guauge is definately way off .
So your "before header" is 142 kw ?

 

You are onto it I think - Hymees header does not join till about where the resonator sits & he made 14 hp at FW .

 

We can't use 2 stroke technology as it won't work. An expansion cone might as it works on nearly every other 4 stroke engine out there but a divergent collector on a 2 stroke system is deisgned to use some sound wave energy to push some exhaust back into the motor. We don't want that. 2 stroke engines are nothing like a rotary. Many people think that because the rotary has no valves that it must be. Not even close. A divergent collector on a header works by widening the tuned area of the powerband but it does this at the expense of ultimate peak power tuning at one spot. Average is more important than peak.

A long primary exhaust system is my personal favorite on the RX-7. It gives great power everywhere. On the RX-8, Racing Beat tried to keep the center port divided in 2 and they tried many different lengths all to no avail. They kept getting about the same gains no matter what. I would be interested to see 2 different things tried. The first is to keep them separated and then join them together as a front rotor and rear rotor set of pipes. Run these to the back of the car as 2 pipes. At this point it is a true dual system much like the long primary on the RX-7. There would be 2 options. One would be to leave them separated into 2 mufflers. The other would be to collect them at the rear of the car to truly make the RX-8 equivalent of a long primary. I'd like to see someone try each of these setups.

I personally still want to see a header where the outer pipes collect at one length but the center one collects farther downstream. There would be 2 collectors. If you saw Hymee's video of his engine on the dyno, you saw the center port glow orange first. If there is not the same amount of energy going through each pipe, we shouldn't be tuning them all the same.