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After learning a lot from this community, I feel it's time to give it back information. I will do several posts where I will write in detail about each system.
The goals of the build are:
- 600-650whp in high boost.
- Weekend Warrior car.
- Remain looking stock-ish
- Keep the A/C (Global warming)
Engine:
I chose a 13b REW for this application. The engine has:
- Powerseals side seals, corner seals (semi-solid), apex seal.
- 8:5:1 compression rotors.
- Studded.
- Bridgeport.
- Every seal is new (fully rebuilt).
- I designed my own billet Lower Intake Manifold to avoid hammering the firewall of the car.
- Upper Intake Manifold will be the oem from the REW
- Lightweight Flywheel.
A little of how the porting job is looking:
Transmission is the Renesis 5 speed:
The clutch is a custom built from RTS UK 6-puck single clutch designed for 600ft-lbs. We will see how long it will last.
To supply enough fuel for the power goal, I decided to go the following route:
- 6x 2200cc Bosch injectors
- Parallel Fuel System.
- Radium Fuel Rails.
- 2x Bosch 044 fuel pump style joined by a "Y".
- Both pumps are partially inside a surge tank.
- OEM Fuel pump is used to lift the fuel to the surge tank.
- Each pump has its own fuel filter.
- Feed line is 8AN. OEM feed line is used as Return Line.
Note: The setup will look better.
- Flex fuel sensor.
- Snow Performance Water Methanol (2 injectors 800hp kit) for the days when E85 is not available.
- Nowadays we have low and high-budget turbos. Pulsar turbos seem to be having a great momentum (as well as a good reputation) for a low price. As well as the Garrett G series and BW EFR series.
To be somewhere in the middle I decided to choose the Masterpower turbo c313-rb7673. They have been in the turbo business for years as well as having a good reputation.
This turbo is using ball bearings from the same manufacturer the EFR turbos use.
Turbo specs: Compressor / Turbine
- Wheel Inducer: 76mm 88m
- Wheel Exducer 103mm 73mm
- 1.05 AR
According to the manufacturer, it is equivalent in flow to the G40 1150 / EFR 9274
I’m glad to see you learned to turn away from the idea of a Renesis hybrid at least
but can’t find a single result using that turbo choice, let alone a rotary engine result. It may flow as much as newer turbos, but it measures up and appears to be an old school GTX4202R with GTX4508R turbine housing. Capable of 650 whp for sure.
edit: changed turbo designator from GT to GTX, as I’m sure the impellers are updated, had meant to mention that point.
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I’m glad to see you learned to turn away from the idea of a Renesis hybrid at least
but can’t find a single result using that turbo choice, let alone a rotary engine result. It may flow as much as newer turbos, but it measures up and appears to be an old school GT4202R with GT4508R turbine housing. Capable of 650 whp for sure.
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Too much risk to take. I will leave that adventure to someone else...
Yes, there isn't much information about this new turbo model. I will share the results.
I asked the seller how C313 compare against the S372 (EFR is a closer match but I didn't know at that time). Seller replied:
We use much conservative power ratings (specially if you compare to Garrett which is way off the BS-chart. Garrett changed the lbs to hp ratings on their G-series, and the choke-power ratings are totally bull-****. Even some of their distributors are announcing the lbs vs hp ratio as bullshit as they are selling other brands too. Borgwarner is more accurate on the power ratings.
Power rating C313-RB7273 vs. BW S372
We have more or less the same wheels in this one as the S372, only some very minor difference in the compressor exducer and turbine inducer. We have 102mm in turbine exducer, s372 has 91mm. Higher comp exducer allows for higher pressure ratio and more flow in top end. For that we also have a slightly higher turbine inducer of the turbine wheel of +8mm (88mm vs. 80mm of the S372. The turbine inducer is the "sail on the boat" that harvest torque from the exhaust gas to build pressure on the compressor wheel. The setup of wheel configuration of inducer vs. exducer for a compact high power turbo with quick response is perfect. The wheels them self are able to run more power than the S372, and we will release the compressor wheels soon. Our power ratings is just conservative, not overrated.
Regarding spool-up
The C313-RB7273 has ball-bearings, not journal bearings as S3782. The bearings are the exact same double bearings as BW EFR line - we source from the same supplier! The S372 has the traditional oil floating journal bearing. Ball bearings has much less oil consumption and therefore much less friction and will spool-up faster. Also we have a slightly smaller compressor housing volute volume compared to the s372. This add to quicker spool-up as well. We found no need to go higher in volute volume, and we do not prioritize scale of production cost (utilizing same compressor housing across many turbos, ) over performance pin-pointed for specific target areas. Our volute volume is pin-pointed each targeted power ratings.
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I will be posting more information about the build. Back to work!
Knowing that Adaptronic closed down and that they didn't finish the full functionality of their modular ECUs, motivated me to sell my emod013.
The next big question was what other ECUs support the RX-8 CAN BUS protocol (and yet be affordable)?
To my luck, I found the Maxxecu Race. It supports the CAN BUS protocol, meaning that things like the ABS, TC, and gauges will work out of the box. Also, you can control a DCT gearbox with it, and check/control the ECU via Bluetooth, plus it already has built-in lambda and EGTs (8) controllers.
Initially, I wanted to use a PnP patch (Secret Rotary Garage made me one). But later I decided to ditch the old OEM engine harness and rather do it right.
(Also made by Secret Rotary Garage)
a lot of MP commentary is easily countered, but not intending to go there. I did correct my post from GT to GTX as had forgotten to include “with updated impellers”. I’d agree it’s conservative for your intention and does match up to a G40-1150 ~1.01 A/R flow-wise **basing it off the GTX4202R cold side and GTX4508R hot side**. So 650 whp would likely be middle of the compressor map close to peak efficiency. In terms of your goal with bridgeporting it should serve you well coming on hard from 4500 rpm and up. Looking forward to see how well the prediction matches up to your results.
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a lot of MP commentary is easily countered, but not intending to go there. I did correct my post from GT to GTX as had forgotten to include “with updated impellers”. I’d agree it’s conservative for your intention and does match up to a G40-1150 ~1.01 A/R flow-wise **basing it off the GTX4202R cold side and GTX4508R hot side**. So 650 whp would likely be middle of the compressor map close to peak efficiency. In terms of your goal with bridgeporting it should serve you well coming on hard from 4500 rpm and up. Looking forward to see how well the prediction matches up to your results.
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Thank you, I am expecting a similar spool. I will report back.
For starting the engine I will use my old Renesis spark plugs 4xIRT01-31. After the break-in period, I will switch to the NGK.
I had to raise the UIM a few mm to make sure that the coils would fit below the throttle body (Bosch 82mm). In the photo, you can appreciate how I am mocking up the oil filler neck.
09-24-2023, 05:10 AM
Shitworks REW Swap
