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Hey.
I'm an rx8 owner for 4 years now..
I own a 2005 4 port auto.. I've done several mods to it.. Recently I've been thinking a lot about going FI but there are some questions that come into my mind when I think of spending the money.. Someone told me that my rx8 will only last 15k km after FI even if taken good care of.. Is this true? If yes.. Any solution for this? And when I go turbo.. What else will I need in my set up.. My plan was to pair a GReddy turbo with interceptor x
Hey.
I'm an rx8 owner for 4 years now..
I own a 2005 4 port auto.. I've done several mods to it.. Recently I've been thinking a lot about going FI but there are some questions that come into my mind when I think of spending the money.. Someone told me that my rx8 will only last 15k km after FI even if taken good care of.. Is this true? If yes.. Any solution for this? And when I go turbo.. What else will I need in my set up.. My plan was to pair a GReddy turbo with interceptor x
Hi,
My first turbo setup was done on a 2003 4 port,
I had the fabrication work (custom) done when the original engine was at 95k,
The engine finally gave up (1 broken apex seal) at 130k,
In those 35k, the engine saw multiple track days, drift days, and was my daily driver,
I was running 8-9psi on a completely factory engine,
The only reason it broke was because I continued to race knowing that the air intake temp was too hot (over 80C),
So to answer your question, No, in my case that statement was not true,
Cheers,
Ross
This is a year old thread but after following it this far I am wondering how the manifold turned out.
The information that is being shared in the build threads is fascinating and after reading several of them there is a beginning comprehension of the knowledge required to create all of this. Admittedly having no previous experience it is challenging enough to bring a good understanding of all the concepts being discussed but it brings a huge appreciation for the knowledge and experience that people in this club have and are willing to share.
Ha, just had a look at my most recent pics and reasilsed I have a few udates to add. Still not finished yet, but getting closer. The project will be completed!
Starting fabrication of centre port.
White mark on the oil pan shows where the existing oil drain is located.
Here's a shameless demonstration of maaaaaaad welding skills.
Centre exhaust port exits towards the rear of the car. I'll attach the wastegate onto this pipe later. First of all I need to complete the engine mount so motor is sitting in the correct location with rough exhaust path laid out.
Thanks. I should be OK at this point as I've pretty much finished the mount and brace. Just need to add a bit more bracing for strength. I should be done with the brace/mount in the next 1-2 weeks...progress is very slow with all the other priorities in life at the moment.
I couldn't easily get the centre port to merge smoothly into the front and rear runners given the space constraints, so at this stage the centre port will plumb directly to the external wastegate only, similar to Brett's original design.
I may attempt to add a merge between the centre runner and the turbine inlet at a later date, but it's gonna take too much time right now and damn it, I miss driving my car!
I was wondering about the center exhaust port tube, I recall that Brett started out having it separate and then tied it in later. My thinking is that tied in it would be reducing spool RPM by increasing exhaust flow and also control the heat buildup at the center port when the wastegate is closed. Perhaps Brett will clarify his experience with this.
I was wondering about the center exhaust port tube, I recall that Brett started out having it separate and then tied it in later. My thinking is that tied in it would be reducing spool RPM by increasing exhaust flow and also control the heat buildup at the center port when the wastegate is closed. Perhaps Brett will clarify his experience with this.
Yes , I've tried it both ways - twice . It's slightly better with the connection than without it on my latest setup , but there is very little in it , 100-150rpm to full boost tops. As far as heat buildup with no connection goes , I never saw any evidence of that but didn't really run the engine for very long that way .
You can't see apex, side, and corner seals overheating in specific areas any more than you can see excessive EGR being carried over into the intake cycle
closing off the center port that always sees exhaust pressure is a bad idea to me....
It's only closed off during spool. The WG will crack and start flowing exhaust once it hits target boost. I'd be pretty interested to see what sort of pressure that centre runner sees before and after boost compared with the front and rear though.
Engine mount is finished, though I'm not entirely happy with it - the mounting bolts are very difficult to access. The install of mani/turbo/mount needs to be done in exactly the right order...the correct order took a freakin age to work out. At one point I just about scrapped the project to go back to a Greddy mani with welded on external WG. May still do this at some stage if the spool on this setup is terrible.
Exhaust downpipe fab should be complete by the end of this coming weekend.
Next up, WG fitment and coldside piping and then I think she's ready to go back together. Will run a screamer pipe initially. Later on I'll plumb it back or add a dedicated resonator/muffler for it. Wouldn't mind it being a little louder when on boost.
You can't see apex, side, and corner seals overheating in specific areas any more than you can see excessive EGR being carried over into the intake cycle
With some disappointment and frustration I've decided to shelf the T3 manifold project for now. I've completed the custom engine mount and brace since my last post.
The remaining tasks to complete are:
- Wastegate fitment
- Compressor intake and outlet piping
- Jet air block off
- Custom oil drain line
I may come back to this later, but I really want the car on the road for the New Zealand summer, which is already on us.
As they say, "Fail fast, fail forward". Nailed it, except for the fast part, and maybe the forward part. I'm moving back to the Greddy T25 setup.
With some disappointment and frustration I've decided to shelf the T3 manifold project for now. I've completed the custom engine mount and brace since my last post.
The remaining tasks to complete are:
- Wastegate fitment
- Compressor intake and outlet piping
- Jet air block off
- Custom oil drain line
I may come back to this later, but I really want the car on the road for the New Zealand summer, which is already on us.
As they say, "Fail fast, fail forward". Nailed it, except for the fast part, and maybe the forward part. I'm moving back to the Greddy T25 setup.
...but with a twist.
Bummer about the custom manifold, but glad to hear you'll be back on the road. No shame failing in the short term, it's the long term success that matters.
Well, there's now a hole in my beautiful Greddy manifold.
Does anyone know of an aftermarket supplier of Mitsu turbo parts other than Kinugawa? My current turbine housing has a 10cm AR (printed on the inside of the turbine housing inlet). I'd love to get hold of a 12cm housing, but can't find one anywhere.
09-13-2016 | 03:26 AM
