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Well maybe it's not clear to you. The collector is slip-on/removable in the SpeedSource pic. It looks to me like someone took the original short collector off and welded the longer choke collector on at that same position. Just an observation, not a criticism.
Maybe my pic wasn't clear - ours is slip fit too. That big piece is all a merge collector. It was a good enough deal that if we pick up a couple horsepower I'll be thrilled
I'm not taking your feedback as criticism, keep it coming. I'm curious to learn about what I impulse bought Ultimately the dyno will be the proof of how good it is or isnt.
Here's a pic from the fabricator website from back in 2015 (now NLA) and a reply from my inquiry then. They didn't have any jigs etc. so the only way to get another one was to take an RX-8 to their location in Indianapolis. I believe they're now called Cozzolino Motorsports, but not 100% sure
From Pete C: The header pictured was a custom piece we were building for a customer that was racing the grand am series. Labor was around 500. They were built out of 321 so the material cost was pretty high.
Get rid of that collector and do what I said earlier, except 2.5" outlet then
Again from my original assessment in 2006, length has nothing to do with it, but it doesn't hurt anything either
and this translation is from RS Pantera in Japan from when they built some special RX-8 headers with 2" primary pipes in 2012 basically reaffirming what I keep trying to impress on RX-8 owners about a zero-overlap timing engine exhaust:
There is no point in making all three equal lengths from the concept of zero overlap, and our company is taking the layout of Renesis only with our own idea.
Pipes with large F · R exhaust diameters and large flow rates are assumed to be perfectly equal length, actively utilize "exhaust" of exhaust by different cylinder exhaust, the center pipe is unequally long and drawn out at the shortest distance, the same effect To obtain from the same cylinder.
We also tested the partition of the center housing, but because there is no "overlap", the effect can not be expected and it is judged to be "exhaust resistance only", it is also disadvantageous in weight, so it is not adopted.
The smallest point it pinches to is 2.5". What would we change? I guess we could chop off the trombone portion that expands to 3", but not sure it matters? We are going to reduce it back to 2.5" right after the header basically, is the plan.
Ok, I thought the very end was 2.5", you can just ignore me then but yeah, just remove the 3" part and tie it in with another slip joint there to your existing 2.5" pipe
Went for a dyno tune yesterday at EFI Logics in CT! Their new tuner Calvin Dotson (from Cobb Plano) is really amazing. Because the software is SO old on the Cobb for the RX8, they did need to use my laptop with our version of Accesstuner Race to do the tune, but this guy really knows his stuff. He may not be known as a "rotary specialist" (yet) but I have 0 hesitation recommending him to other rotary owners for tuning.
Despite having terrible dyno conditions (hot, humid, and it was late so we had to close the door for pulls which resulted in stale air), we saw some solid torque pickup under 5k and also a peak horsepower boost. Big thanks to the guys at EFI Logics for sticking it out so late to help fellow racers (seriously, these guys are the best), and Calvin Dotson for the tune!
The before tune was on OEM headers back in June with good conditions vs Calvin's tune today with the long tube headers. Wish the conditions were more comparable but it is what it is. For comparison, we made 173whp in stock trim with a fresh motor. All pulls done in 3rd gear.
Keep in mind this is a Mustang dyno which typically reads 10-15% lower than dynojets. You can do the math at 214whp and 144wtq.... that would likely be 235-240whp on a dynojet.
Power mods: Mazda Motorsports 7 1/4" clutch (saw biggest pickup on dyno from this mod), catless, LT headers (old Pete's Speed), Bennetbuilt coils, custom header back exhaust (my fiance) and EFI Logics tune.
Nice numbers, but I wouldn't get caught up in the dyno comparison malarkey. In fact, it wouldn't surprise me if a Dynojet gave lower numbers, having seen it happen before.
Started my header surgery today ....
The 12 degree collector is so long that there won't be but maybe 6"- 9" of additional tube length to add.
Header and the intake look good! What's the other used header?
And on the dyno, this particular Mustang dyno that we went to is well known for being a heartbreaker. EFI Logics is really well known within the Subaru community (one of the most respected shops on the East Coast if not the country) for both their tuning and the quality of their dyno, just haven't done much with rotaries. We used them for tuning our Factory Five 818 and were really impressed, so decided to give them a shot with Riley, and were also very happy with the end result.
I do want to put her on a dynojet at some point just for curiosity's sake though
And as a final note, the car was a ton of fun today at NER. Hope we can get her working this well at nationals in two weeks... I had the most confidence in the car I've had to date this season. Ended up 2nd in overall pax to Billy Davis at NER. I'll take it #solonatshasstarted
I was at the shop from 9:00 AM to 10:30 PM today, including a new set of front rotors and pads for my Civic Si street car. Of course all four rotor set screws had to be drilled out with a not so sharp drill bit. it was good to be back at it getting some stuff done.
That was the manifold I built back in 2006. It's just a smoother, higher flowing version of the OE manifold. The rest was my STX cat setup. It made 220 hp on the Cobb Mustang dyno back in early 2008 in STX trim when the car was a beta Cobb AP tester.
Came across a post or two of yours team when you mentioned the bay area. Are you in California? Whats the thinking behind the intake assembly? I was actually just contemplating last night in my engine bay why they designed the manifold the way they did. Great job on getting that fabbed up
Lived in Reno, NV a for few years, but moved back to Texas in 2010
Intake mods are to minimize losses relative to flow; straighten airflow, maximize filtering area, second opening minimizes velocity-induced venturi effect since there isn't enough room to use a bellmouth & larger filter (two 3.375" ID openings = one 4.77" ID opening wrt potential flow area), minimize heat soak area within engine bay. The filters also have filtering area on the ends rather than being solid caps. Not much, but figure it won't hurt anything to maximize it where possible.
I'll be using water resistant pre-filtering socks from Outerwears over them as well. Also a set of Shockwears on my shocks to try and keep grit from the shaft seals since I had a lot of issues with seal leaks the last several years
It's possible the elbow section I removed off the UIM might affect intake resonance, but I think they did it that way to have clearance between the noise reduction resonator box on the side on the inlet accordion tube and the ABS module
Did all I could otherwise not to impact the UIM resonance design by matching the ID, bend radius, and total centerline length the same as the factory specs. While I am building a long, straight CF MAF tube, I also have an alternate design that I'll test along with modifying the throttle body for minimizing any possible loss before the UIM. Just trying to get every last bit of torque/hp/response possible.
I haven't used anything but an open tube since maybe 2008 on any of my custom intakes and didn't really have any issue to speak of, but I'm generally fixated more on wot performance than idle performance, lol
Congrats to Tamra for finishing second overall in the Pro Solo L2 Class Final standings and 3rd overall for the Final Ladies Challenge results. Running strong against the best of the best!
She just jumped Mike for the lead on first runs as a second driver for her car, so it's RX-8s 1-2 to start Maybe Mike should have let me come warm tires for him ...
On second runs John V jumps to 1st in the BMW 330i and his co-driver Shelly M in 2nd, Tamra in 3rd, Mike K in 4th
Final runs Mike K briefly jumped to 1st, but John V comes around to take the lead for Day 1 in the BMW 330i, Mike K in 2nd 0.133 sec back in his RX8, Shelly M in 3rd 0.043 sec back co-driving with the leader, and Tamra 4th 0.016 sec back co-driving her RX8. 5th Place is another BMW at 0.429 sec behind Tamra. Tight running to square off against tomorrow!
08-10-2017, 01:20 PM
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it was good to be back at it getting some stuff done.
Maybe Mike should have let me come warm tires for him ... 
