probably, but only within a limited rpm range, I suppose if you made 300 HP at 12,000 rpm and nothing below 10,500 rpm you could still claim to have made the goal it wouldn't make for a very useable engine tho ...

however, like ceramicseal in the aluminum rotor thread, while I consider myself knowledgable to some degree on the subject and have proven results to back up my own claims, anything is possible given enough effort and money. So best wishes and good luck.

 

nice tri-post

 

WTF-WTF-WTF?!?!?!?!

fixed ....

 

Thanks again guys for the nice inputs on my project engine! We have done a PP motor with variable intake length but we have only dyno'ed with fixed lengt short to long 70 mm. It would be interested to see what such a intake could do on a Renesis engine but as always time is a big problem. I can say that my plan is to dyno the engine in May becausse of all the customers engines and projects. I hope to put in some pictures of the inlet manifold and no 1 prototype header on Sunday.

/Lasse

 

din't you dyno at 215 RWHP in a munstang dyno? that's like 225-230 RWHP in another dyno, thats like 260 or so flywheel hp.

I think he will get to 280 or so, depending on configuration, at 10,800 or so.

 

yes, but I used a number of unconventional techniques to get there rather than following Classical Engine Hop-up 101

 

So do i, some Swedish engineering tricks that i have up my sleeve is goin to be used for this project!

/Lasse

 

At last! Here are some power curves of before and after header installation.

/Lasse


+

 

why does the "after" starts at 4K rpm?

 

Becausse i fibbled with the settings in the RotoTest computer, my fault.

/Lasse

 

Your headers are getting some power gains, what are your planning to do to the engine after this?
________
The Cliff Condos

 

aren't you removing the stock "pre-cat" by bolting on that aftermarket header? I'm in no way a mechanical guru, but I would think that simply by removing that "pre-cat" you would get those gains you are seeing...

 

What "pre-cat"?

 

forget the multi-tube header, if you're not going to port the timing then make an OE-type manifold using 2" short primaries feeding into a progressive 3" collector and outlet. As long as there's no overlap timing getting it out as freely as possible is all that matters. It will not hurt low end power because reversion cannot occur with zero overlap, lowest possible restriction is all that matters in this scenario.

 

it's just a cat, I've been reading on the forums and that's what some other people called it... Isn't that what is part of the stock header?

 

you know, the kitty before the cat..

beers

 

I shall buy some sort of piggy back ecu and map fuel and ignition. Maybe i can gain 10 hp and a little more torque. Then some underdrive pully kit and last a Simota cold air carbon filter box. That should be all for my N/A street driven RX-8.

/Lasse

 

You might have a harder time reaching your 300hp goal if you use the umnitza/simota intake.

https://www.rx8club.com/series-i-aftermarket-performance-modifications-23/attention-people-umnitza-carbon-fiber-intake-must-read-103692/

seems like this intake loses power

 

 

Team - are you saying 2" tube straight out of the exhaust port ? Is the port that big ?

 

yes, no

reread the last sentence as quoted ... >edited<

 

Just curious ... I don't have an RX-8 but I plan on doing this to 12a RX-7, what trim and size of Rotrex did you use? Looking at those graph thats really not that much power gains.

My currect setup is a Street ported 12a, with custom headers Made by SDJ these are them:




Then 2.5" Straight pipe into magnaflow muffler. So muffler restriction it no problem for me :D

Currently running only a holley 465 4 barrel from RB though will be upgrading to webers later on possibly fuel injected (yes yes ... still using that ancient technology of carburation).

Also what has the whole system run you for now? Have you considered using the Antonov Unit? If you haven't heard about this the antonov unit is a 2 speed hook up between the pulley side and the compressor side, the unit is operated via a solenoid to activate at which speed should it switch to the higher range. This is setup to aid in the lower RPM range of boost because that is where most centrifigual superchargers lack anyway.

 

This thread about building an NA engine.
Has nothing to do with SC.

Nice header though...

 

hmm .. I thought lasse_wankel was taking about his Rotrex supercharger setup on here guess I was wrong though or missread. Sorry about that guys.



this is my dyno ... just to make up for my stupidness ... not that much power "yet" and still not tuned properly, and need better ignition to stop dropping off after 7k+rpm pretty smooth torque though and very nice incline curve ... should be expecting the same with my supercharger setup planned

 

Dude, whether you realise it or not, you are hijacking Lasse's thread.

His goal is 300 hp at the crank, with NA engine. We all are curious to see the outcome.

Please
If you got stuff to discuss, or share, start your own thread.