You're still taking a p-port into consideration!
What happens with a Bridgeport? What's the relationship between an increased port volume vs flow with a limited intake flow (low to midrange)? what happens at higher rpms\increased intake flow\velocity?
This is intake wise, then comes the exhaust part which is less experimented on the renesis.

 

WTF

Still just a lot of blah, blah, blah and zero results

classic fail

 

Your posts are actually the mother of all fails, always bashing and never adding anything useful.

 

I don't think so. All of the numbers I've ever dealt with that show comparative figures between piston and rotary point to the RE needing about 1/3rd more mass air flow to make simliar as a piston motor. I've seen it over and over and over again. If you'd like to have a good "concensus" with somebody about this, talk to Howard Coleman as he's got the math laid out pretty well.

Really... then why in the world are so many of us running these huge fuel injectors and topping them out past 85% duty cycle, while sustaining air/fuel ratios not altogether different than piston motors under load (say, mid 11's:1) when the piston engine isn't?

When was the last time you saw a turbocharged piston engine w/ the same size turbos we use to make 500+hp (67mm comps and above in general) using total injector capacities like us? (Say, for example, 4800cc/min for us to barely make 525rwhp)...

B

 

So many "experts" on these Internet computer forums...

So few people who've actually done the stuff they all seem to know everything about...

 

unfortunately it is true in all areas of life

 

No side iron involved. I meant actualy adding a small port in the actual rotor housing itself where the FD exhaust ports normally are. Just a port big enough to help get a little bit more exhaust out. A new sleeve can be machiend and pressed into place. Sure it will make making an exhaust manifold a hassel, but it might be worth it, or it might be major fail. But we need to try first.

I am very serious about making a motor in the near future to see if experiments work. I would be willing to loose some money on this in the name of research. Hell, it can even be done with a stock renny and not a ported one to see what happens.

I hear nothing but complaining about the limitations of the exhaust ports on the renny. Why not just make some additional small ports for the hell of it.

 

I can only imagine the weird headers that you'll need
That's going to be fun to build though, as an experiment.

I am really curious to see the bridgeport dyno at this point, so that we can place this thread back in topic

 

Agreed, Bridgeport dyno please!....lol

 

NOTE:
This is still the factory engine. The attempt was to see the flat line increase between stock and bridge port.

Did the base map dyno last night... not promising. I think I may be loosing compression. We'll figure it out after Deals Gap. I'll have a compression check done on it, but I started having hot start issues even with the BHR coils on it this week, so between that and the loss of power, it kinda makes since to be loosing compression. lol... looks like I may have 2 fresh engines to work with.

Dynojet Inertial Dyno
HKS Hi-Power
BHR Ignition Kit

3rd gear pull: 161.69 HP 117.09 TQ
4th gear pull: 159.39 HP 124.93 TQ
5th gear pull: 164.71 HP 121.38 TQ

Any other opinions on these numbers? I see most people in the dyno thread running like 178~200 HP on DynoJets.
https://www.rx8club.com/showthread.p...hlight=dynojet

 

Crap numbers...
What was your λ like?
Who rebuilt your engine? home rebuild or BDC's work? Those numbers are very low!

 

no one.. it's the factory engine... this was just supposed to be the base line numbers to compare the bridge port to.

 

very low. if you're still under warranty, go get a free engine.

 

That's the plan... takes 10 days for them to replace it though, so I'll do it after Deals Gap.

BTW:
87 deg F
29.22 in-Hg
14% humidity
SAE: 1.02

 

Howards math is based on one single number and doesn´t taking into account porting and other variables. Its good for getting into ballpark, but is letting huge amount of power on the table...

I will give you few examples

All out racing 4-stroke from BTCC era (2.0 4 cilinder) was putting out 140 N.m of torque per litre(engine build for lowest possible friction losses), R26B in endurance trim has 116 N.m per litre. 83% of torque (I admit, assuming similar VE%). Such 4-strokes had BSFC as low as 0.4, R26B at best had .46, 13% higher brake specific... BTW R26B was classed as 4708 cc, 90% of actual comparable capacity.

Wankel engine isn´t that inefficient

 

I know they're not "inefficient" when it comes to certain properties but they do consume loads more air and fuel than a comparable piston motor to make equivalent power. It's just fact and it's not one that I particularly like. I'm not saying they're not magical; they certainly are and they're certainly remarkable. They just seem to be more air-and-fuel-aholics.

All of the numbers from the various compressor maps I've looked at vs. power output juxtaposed against fuel consumption (at whatever air/fuel ratio range) all square with the assertion that the motor consumes roughly 1/3rd more air over its piston counterpart, everything else remaining equal where it can. I noticed this 10 years ago on my first "big turbo" setup I ran on my 4-port turbo block with a Turbonetics 60-1 HIFI after I'd dyno'd it and got the setup squared away. This explains why we (as rotary folks) wind up having to run not only larger compressors but also substantially larger turbines to produce good power. Is it any real surprise? I don't think it is and I don't think the figures I've given are ridiculous.

B

 

any updates? dyno yet?

 

Im sensing bad things happened since there are no dyno numbers yet.

 

Yep bad things have happened to the OP...Philip.

Over the past year or more his car has had the engine out 4 or 5 times...lost count...with the shop in South Africa also giving him the run around.

He had the car back in his possession a few times, but the engine(s) did not last more than 50 miles.

Currently it is being put back to stock.

As far as I know the issues have been about the bridge size, losing an Apex Seal piece (need to use a one piece Apex Seal), and I think he had a corner seal problem in one of the rebuilds.

 

we'll see what happens with mine.

I'm sure Brian planned out the ports so we wont have any issues with seals. I'll guess we'll see when I finally get mine together. The guy that was going to assemble mine was bit by a dog in the hand, so I have to wait till he recovers, and the other guy in town that could do it is busy for the next couple months.

So I'm kinda hanging till I can get someone's time.

Hopefully I wont have the problems that he's having.

 

20 pages thread for bridge porting,,, and I see no dyno !!!!

 

The first pages are Philip. Towards the middle are a few other people discussing it, and twords the end is my slow build.

I'm not sure what you're point is really... If you had read my posts I lay things out pretty well as to how far along I am and when to expect dyno results. Not everyone has a lot of time or money to spend te get everything done next day.

You'll just have to be patient.

 

Philip now has his 8 back to stock and running OK around South Africa.....

 

reddozen, any update?

 

Rotors are being put into CAD, so I'm waiting to get them back.