Is Garrett not an option? I've always been impressed with their products and they're literally the founders of the turbocharged automotive industry.

As far as Treadstone, I've heard lots of good things from the MZR community regarding their cores. Lots of people run the TR8 for their FMIC set-up.

Yeah , it's actually quite hard to juggle all the factors when trying to maximise performance, minimise effect on engine cooling and make it fit well all at a reasonable price.

Reasonable set up
 

So far you’re staying consistent with your intentions of getting the best overall power without having to reEngineer the whole engine bay and buy a new ECU.

I’m giving you a pat on the back, for your commitment down this long road to accomplish your vision!

It may not be perfect, but as you’ve been saying on various Threads, any improvement is one step closer for the next guy to crack the Renesis’ “Da Vinci Code”.

It would be way easier to just throw in the towel and slap an REW in there. But my objective all along has been to do the best I can with what we were were given in the rx8 package. Thanks JR .....for recognising that that is a worthy cause.

Ready to fit ....

https://cimg5.ibsrv.net/gimg/www.rx8...5631c6c0fb.jpg



After a wire buff:

https://cimg0.ibsrv.net/gimg/www.rx8...9e3e42a8f1.jpg

Brett - That looks awesome, when are they going into mass production? or at least scheduled production because mass production might refer to numbers greater than RX8s manufactured.
I know you're 99% there but many are waiting for the last 1% to see the final product results.

Unfortunately , my decision to go cast stainless has meant there is a much longer process before I can hit that go button. I'll be installing the manifold shortly (with the GTX3582 turbo not the G30), but really need to give it a decent workout before feeling confident there wont be any issues.
At this point I'm thinking it could be as late as Xmas before I have anything to sell. This is why I'm not making any promises to anyone yet.

Well quality takes time and higher quality takes more time. We'll continue waiting for the final results.

Upgrading the intercooler (again) .Going from a 6" to an 8" Vibrant . Now to cut off the end tanks and get them welded onto the new core.


https://cimg2.ibsrv.net/gimg/www.rx8...32633eabb1.jpg

These are excellent value , higher fin count than most ICs. The old one worked really well for it's size and this one will be even better.

What are the dimensions in that guy. My brother picked up an 18x12x6 and thing looks super rad. I may “borrow” it from him

The new one is 24x8x3.5 vs the old one at 24x6x3.5. I think your brother's one will be problematic fitment wise.

anything’s possible in dreamland …

yours looks nice though for that type of setup
.

Swapsies done!

https://cimg0.ibsrv.net/gimg/www.rx8...4c30cc8caa.jpg

Tr10c - 7.7kg
6" IC complete - 8.3kgs
8" core only - 7.2kgs
8" IC complete - 9.7kg

probably the last time due to the volume loss; not much left on the far ends.

Not much worse than this one from Treadstone .
Note Treadstone rate this one at 1300hp . Mine (which is 8" not 9" like the Treadstone) is only rated at 625hp and yet the fin count/density is much the same ..... Not much consistency in how they rate them.
https://cimg5.ibsrv.net/gimg/www.rx8...e68c6b7312.png

I assume those are piston ratings, so only about 75% for a rotary.

.

Yes ..piston ratings . Just making the point that even though they are the same design and similar quality ......... the factory ratings are way different. This design suits larger engines running under 15psi so I guess Treadstone factor in that less heat will need to be shed per pound of air flow.

Update:
*Low compression rotors still not done so am biting the bullet and installing my spare engine (stock standard engine)
*New upgraded intercooler installed.
*Have managed to give myself a major headache by refitting the OMP (modified for higher flow). Getting the turbo intake pipe around the omp/stg column/power stg bracket/engine mount proved extremely difficult . Have that pipe mapped out now and just need to get it welded.
*Having trouble getting the 44mm wastegate install sorted so it doesn't need a magician to fit the v-band.
*Test fitted G30 with a T3 turbine housing but in so doing found out that Garrett made some critical dimensional changes vs the vband housing .... manifold design has to be revised to suit . :banghead:
*Due to above will be refitting the GT35 (which fits perfectly) this time around.

So theG30 with Vband is smaller than the G30 with T3?

Basically............. it put the turbo further rearward and it has a longer snout on the exit, just enough to change it from being a perfect fit to .... almost fitting but not quite.

The T4 is even larger still, but those dimensions are all shown on the Garrett flange diagram link on their web page for the G30-660. The G30-770 doesn’t show all that, but the G30-900 is the same.

https://www.garrettmotion.com/wp-con...70-G30-900.pdf

only showing v-band for the G25 though, kind of aggravating. :icon_no2:

what it buys you though is more clearance from the manifold for the larger compressor housing on the 770/900 depending n how it’s positioned

all well too familiar with all those numbers, to the point that they dance through my head while I’m sleeping :uhh:

.

Yes .... I know that ...now. For some reason I just expected the turbo to fill the same space and didn't even look at the specs.
Makes absolutely no sense to me why they moved it around but ...lesson learned.
Even with the specs ...I wouldn't have guessed they would change the position of the mounting flange center line (which isn't shown there).
https://cimg9.ibsrv.net/gimg/www.rx8...e71fe899bb.jpg

When you were so bold to post such a statement, those dimensional differences needed to be known and understood in order to comprehend the discussion.



well, best wishes regardless …
.

Was waiting for something like that ...glad you didn't disappoint.
Totally irrelevant to that particular discussion but ... I'll take it on the chin.

Sorry to hear about the challenges... Bound to happen when charting a road never traveled. :icon_tup:

Had a good day yesterday.
*Redesigned the engine mount so the new intake pipe can slide in easily.
*In so doing , the issue I had with fitting the wastegate was also resolved.

Today I need to test fit another 3d print to make sure the changes work on the G30 .
Once that is done
*Get the Intake pipe welded up
* Swap over to the GT35
*Modify the WG pipe to fit the 44mm
*pull the sump off to weld an oil drain for the turbo to it
*Carry on with the engine install
All this is just so I can test the new cast manifold .

It’s relative to your own statements here in this thread and was presented humbly and politely considering your own words.

Yet as though taking it on the chin with your own fist wasn’t enough, another swing is thrown trying to blame me for yourself.

Just the same, I’m glad to see things are working out and wish you the best with it.
.

Congrats! Not often you can truly kill two birds w/ a single stone. :icon_tup:

Fabbing / modifying the smallest thing, and getting it right..., is so much more challenging than ...simply installing a known quantity.

All the best

Thanks Curtis
Reminds me of when I got the first custom setup a few years ago . Paying someone else thousands of dollars to make it was bad enough ...but from there I still needed to get it all fitting and working properly , which took years. Now I'm actually doing almost all of it myself which is giving me a new appreciation for how much time and effort goes into stuff like this.

Update
*Turbo intake pipe welded up and fits perfectly with good clearance on steering column and OMP.
*Wastegate pipe done
*Downpipe done
*Gtx 3582 now fitted in place of the G30

Still to do
*take off oil pan and weld dash 10 fitting to it for turbo oil drain.
*Refit rest of engine ancillaries.

Getting close to startup ...but I injured my already munted back yesterday so ...it's gunna be even slower progress from here on :(

Kudos on the progress :icon_tup:, and bummer about your back. Our cars do exact their pound of flesh. :sad:

Progress pics?

Not a lot to see :

44 mm WG ... oil fitting not welded in yet.
https://cimg8.ibsrv.net/gimg/www.rx8...684bc0ce50.jpg

Turbo exit
https://cimg1.ibsrv.net/gimg/www.rx8...698299da6c.jpg



Turbo intake pipe that took me two days to get right !
https://cimg8.ibsrv.net/gimg/www.rx8...11927764a2.jpg

Ok, so you drop your WG between your motor mount bracket arms, and route your charge section w/in the engine bay to your FMIC. I'm sure it's tight in there. Good on you packing it all in. :icon_tup:

Fabbing / modifying the smallest thing, and getting it right..., is so much more challenging than ...simply installing a known quantity.

All the best[/QUOTE]

Brettus - that is why why less talented people like myself are waiting for the known quantity to become available and will (hopefully) purchase that, all the while crossing fingers that all the development costs (blown engines, turbos, multiple fabrications) and thousands of research hours aren't built into the price.

All that said I have enjoyed following your threads and have learned a lot, for which I thank you.

Have to say....... that gave me a good laugh. Thanks

So no , I wont be trying to factor any of that into the price.
What is concerning me right now though, is that several people are saying they want the manifold but are purchasing a turbo that isn't even the one it was made for, or perhaps worse still, a Chinese knockoff of the correct turbo. I can't stop them doing this obviously but I'd like to put a few things down to try and discourage this:

1/The setup I have with the G30-660 ... I haven't seen another setup out there that performs as well over the entire rev range. Not one that even comes close from any manufacturer or private individual ... I've seen some almost match the low end and several match the high end but nothing that does both. If anyone thinks they have seen one .... please post a dyno and I'll overlay the G30 dyno onto it.
2/The G30 is designed for very high temperatures . There isn't another turbo out there that has the same rating. And the way the manifold is setup, the turbo will see VERY HIGH temperatures ! So paying a little extra for that reason alone is worth it.
3/The G30 is a quality turbo with known specifications ...any cheap copy will be highly unlikely to handle the high heat loads for long or to perform as well.
4/The G series turbos were designed to provide a lot of power from a small package . The G30-660 is perhaps the best example in the range for that as the compressor housing is very small for the amount of power it can produce ...this means you can install it with relative ease and it fits with good clearances.
5/The flow dynamics of the the G30 turbine and compressor suit both the design of the manifold and the power potential of a Renesis. Most other similar sized turbos ....................don't.
6/The dimensional clearances around the turbo are extremely tight .... it would be very difficult to even find a turbo that will fit into the space let alone perform as well. If someone wants to try then good luck to them but why go to that effort given the other points I raise here?

Just out of curiosity what are the dimensions of that turbo and roughly how much clearance is there with everything installed? Asking as I am looking forward to this manifold as it's the last piece missing in my build, but I already have a turbo (BW SXE-257) and want to see if that will fit before I spend the $4k on the G30.

Glad you had a laugh. :)

Since I don't have have a Turbo sitting around and only plan on purchasing one for me it makes sense to get the one the manifold is designed for. Doubtful I'll get the custom aftercooler you have unless it's shipped with the manifold and there are several options out there that fit well, Rotary Machine and Curt seem to have chosen some good ones. Additionally I am not looking for max output since street drivability on pump gas is more important to me.

I see it comes with a T4 turbine inlet (manifold requires T3) and a 3.5" compressor inlet ( needs to be 3"). So .... even if it were dimensionally identical otherwise it still wouldn't fit.

I will put out a list of recommended off the shelf parts . For intercooler I'll be recommending a TR10C Treadstone for those aiming for 350-375whp. The layout of that intercooler is perfect as the inlet and outlet do not mess with the lower radiator opening air flow.

There are T3 housings available for it. Didn’t think the increased compressor inlet would cause much of a problem though.

3.5" might be ok if you ran a 3.5 -3 reducer straight off it. Wouldn't be 100% confident in that though as the engine mount is very close.

hope your back heals up soon and well for you

and looking forward to your results with the 3582 as well.
.

Got the sump fitting welded in yesterday then re-sealed it . Left it overnight to dry before putting oil in today.
Got engine started today .... started instantly and ran well straight away , but a minute later I heard a horrible metallic clanging sound.
Shut it off immediately and was worried it had let go internally somehow which was a ...really bad feeling !!!!
Was super relieved when I discovered the waterpump pulley was loose ...phew !

So it's up and running again on a stock engine ... only making 3.5psi boost ATM but feels pretty quick . Been a while since I felt what boost is like :p:.

First test will be to see how low boost stays at high rpm .Can't do that today because it's raining ...................and spinning the tyres.

Lots of us appreciate what you are doing. I hope it's enough of a success that you won't feel it was a mistake to attempt it.

Kudos on pushing thru the back pain...and finishing the install. Our backs and knees are like referees: they can blow the whistle, throw a flag and bench us. :yelrotflm

I know that hyper vigilant feeling after each new install...the moment of first startup. The pit that develops in the stomach on anything abnormal :SHOCKED:......until it's resolved. :lol2:

But yaaas, the beeuuwwsst on a well sorted system is so worth it. :ylsuper:

Thanks ..... There have been times that I've wondered why I'm bothering with this TBH. Time will tell if it's was worth all the pain.
My ideal world would see this manifold providing reliable power on several of the meanest 8's out there.

#longlivetherenesis XD

Your efforts are not unnoticed, and I too hope it makes the renesis a more viable option. I know once you have a working prototype going I'll be sending dollars your way.

Looks like the change to the 44mm Tial is a success ! Can now hold 3psi all the way to the redline . Previously the minimum I could get on the 3582 was around 7-8psi at redline. So boost creep ...eliminated ! This will allow us to run any boost level we desire plus the added bonus of being able to quickly dump boost if any alarm is triggered.

Log 2500 to 8000rpm on 2.9psi spring :
https://cimg4.ibsrv.net/gimg/www.rx8...12cb0f6f22.png

so then a 45mm electronic one would be even better … :suspect:

.