RX8 Dyno Sheet w/Racing Beat intake
04-26-2005, 08:57 AM
#51
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^that is my understanding of it as well:D now if he did pulls in first gear i bet you'd see some nice numbers....but by 5th there is nothign to show.......well except for being able to get into 5th gear a lot fast...i love my flywheel.
04-26-2005, 10:09 AM
#52
Registered User
Cool, just a thought that crossed my mind about lighter flywheels. It would be interesting to see a 1st or 2nd gear pull stock and then with one just to see what kind of change there is though
04-26-2005, 12:23 PM
#53
I found a rule-of-thumb that seems to work pretty well for helping to interpret the effect that different weight flywheels have on a given engine and that interpretation comes by way of h.p. numbers. When I mention it an argument usually ensues, but here it is anyway. For each pound of weight reduced at the flywheel 2.7 h.p. may be used as the multiplier to predict the change in driveline loss.
I have previously argued that in manual transmission cars it is not completely accurate to use percentages and, instead, prefer to calculate rough h.p. numbers to determine driveline losses. For my own use, I use 40 h.p. as a figure with the stock flywheel and 25 h.p. with a 9-10 lb. fly being used. These numbers have worked for me from the day I first modded my RX and I have always used baseline numbers of 220 fly/180 rw. The percentage figures are much more applicable in automatic transmission car due to torque converter slippage. Even that percentage depends on the specific converter used.
CRH
I have previously argued that in manual transmission cars it is not completely accurate to use percentages and, instead, prefer to calculate rough h.p. numbers to determine driveline losses. For my own use, I use 40 h.p. as a figure with the stock flywheel and 25 h.p. with a 9-10 lb. fly being used. These numbers have worked for me from the day I first modded my RX and I have always used baseline numbers of 220 fly/180 rw. The percentage figures are much more applicable in automatic transmission car due to torque converter slippage. Even that percentage depends on the specific converter used.
CRH
04-26-2005, 01:03 PM
#54
RX8 and a Truk....
Originally Posted by Charles R. Hill
I found a rule-of-thumb that seems to work pretty well for helping to interpret the effect that different weight flywheels have on a given engine and that interpretation comes by way of h.p. numbers. When I mention it an argument usually ensues, but here it is anyway. For each pound of weight reduced at the flywheel 2.7 h.p. may be used as the multiplier to predict the change in driveline loss.
I have previously argued that in manual transmission cars it is not completely accurate to use percentages and, instead, prefer to calculate rough h.p. numbers to determine driveline losses. For my own use, I use 40 h.p. as a figure with the stock flywheel and 25 h.p. with a 9-10 lb. fly being used. These numbers have worked for me from the day I first modded my RX and I have always used baseline numbers of 220 fly/180 rw. The percentage figures are much more applicable in automatic transmission car due to torque converter slippage. Even that percentage depends on the specific converter used.
CRH
I have previously argued that in manual transmission cars it is not completely accurate to use percentages and, instead, prefer to calculate rough h.p. numbers to determine driveline losses. For my own use, I use 40 h.p. as a figure with the stock flywheel and 25 h.p. with a 9-10 lb. fly being used. These numbers have worked for me from the day I first modded my RX and I have always used baseline numbers of 220 fly/180 rw. The percentage figures are much more applicable in automatic transmission car due to torque converter slippage. Even that percentage depends on the specific converter used.
CRH
I think the problem is, drivetrain loss is both a fixed number AND a percentage...sorta...
lol :D
Complex issue for sure - left to those much smarter than I.
04-26-2005, 05:31 PM
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Originally Posted by Charles R. Hill
I found a rule-of-thumb that seems to work pretty well for helping to interpret the effect that different weight flywheels have on a given engine and that interpretation comes by way of h.p. numbers. When I mention it an argument usually ensues, but here it is anyway. For each pound of weight reduced at the flywheel 2.7 h.p. may be used as the multiplier to predict the change in driveline loss.
I have previously argued that in manual transmission cars it is not completely accurate to use percentages and, instead, prefer to calculate rough h.p. numbers to determine driveline losses. For my own use, I use 40 h.p. as a figure with the stock flywheel and 25 h.p. with a 9-10 lb. fly being used. These numbers have worked for me from the day I first modded my RX and I have always used baseline numbers of 220 fly/180 rw. The percentage figures are much more applicable in automatic transmission car due to torque converter slippage. Even that percentage depends on the specific converter used.
CRH
I have previously argued that in manual transmission cars it is not completely accurate to use percentages and, instead, prefer to calculate rough h.p. numbers to determine driveline losses. For my own use, I use 40 h.p. as a figure with the stock flywheel and 25 h.p. with a 9-10 lb. fly being used. These numbers have worked for me from the day I first modded my RX and I have always used baseline numbers of 220 fly/180 rw. The percentage figures are much more applicable in automatic transmission car due to torque converter slippage. Even that percentage depends on the specific converter used.
CRH
Last edited by AKBen; 04-26-2005 at 05:44 PM.
04-26-2005, 05:39 PM
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only other thing i can think of off the top of my head we can change to lights is pulley's...but i've opted not to go this route as it seems there are a good amount of issues that ceom along with them 
04-26-2005, 05:46 PM
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^hahaha it's all good...took me a sec. to notice it as well....gotta love them government jobs....well i do b/c i'm cruising on the rx8club forum while i'm doing it
LOL
LOL
04-26-2005, 06:08 PM
#62
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i am in alexandria Va , i work for teh Surface Deployment and Distribution Command, part of teh Department of Defense...yes sounds awefully exciting...but...it isn't:p hahahaha but at least i can post on here...in fact just about all my posting is while i am at work. haha ... shhh don't tell "the man" on me :D
02-28-2006, 10:48 AM
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Im set on getting the RB intake now.... before i spend any ££ tho can someone pleeeeeeeeeeeeease post a pic of this intake!! im hearing so many people saying how good it looks but no pics 
even if it does look stock... i wanna see how stock!
Thankyou
even if it does look stock... i wanna see how stock!Thankyou
02-28-2006, 11:09 AM
#64
WOW, I remember posting my own theory on driveline losses like it was just a few weeks ago and now I look and see it was 10 months ago. I didn't realize just how quick time goes by when one is kept busy.
I don't really have any "rules of thumb" or theories that have worked for me regarding overall wheel/tire weight changes. I did read a while back on the fact that rwhp figures will be affected with wheel/tire changes. I think that one is very hard to nail down because of dimensional/circumferential differences as well as any weight changes. The idea with wheel chassis dynos is that the figures we see are the power figures available at that point in time that we can get to the pavement to motivate the vehicle, assuming 100% traction. Also, chassis dynos are not intended to be the final figure. They were designed to be able to do A/B comparisons between tunes and parts-swapping. Hot Rod magazine recently had an article about the guy who invented the Dynojet and how he came about the logarithms that calculate the whp measured.
CRH
I don't really have any "rules of thumb" or theories that have worked for me regarding overall wheel/tire weight changes. I did read a while back on the fact that rwhp figures will be affected with wheel/tire changes. I think that one is very hard to nail down because of dimensional/circumferential differences as well as any weight changes. The idea with wheel chassis dynos is that the figures we see are the power figures available at that point in time that we can get to the pavement to motivate the vehicle, assuming 100% traction. Also, chassis dynos are not intended to be the final figure. They were designed to be able to do A/B comparisons between tunes and parts-swapping. Hot Rod magazine recently had an article about the guy who invented the Dynojet and how he came about the logarithms that calculate the whp measured.
CRH
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