youngpit

Today. Very much, it became slow, but RX? The 4BEAT computer of 8 did one conclusion. Because 8 it is NA, in order to increase boost pressure, power it did not raise simply. Even then with muffler about approximately 6 horsepower, and at ignition and burning pitch furthermore 6? Rise of 7 horsepower was achieved. In the computer of 8 there was also a increasing in quantity map and an air/fuel expense target setting map etc. other than the basic fuel map, there were various maps which can maintain air fuel ratio uniformly. And as for actual air fuel ratio, when it is normal, 2000? Approximately up to 9000 12? It has become 13. It meaning that 12.3 is best, it does, the NA engine, but as for the engine of 8 13 it is lower than that? Applying in 14, air fuel ratio rose power. While looking at knock level, you tried the burning pitch which you resign, but result 13? 13.5 Became best power. Throttle control there is guard, but with this cancellation it did not become power rise. But cancellation for sense has gone. Also ignition has been ignition timing when normal situation advances rather. In addition, the map of 3 types is used properly with conditional circumstance. While ignition looking at the knock, when it keeps advancing, on L side it meaning that normal is close best, it does, but T side retarded angle was large clearly, finally above 4000rpm advanced to T and L simultaneous ignition. This T, in the engine of race/lace being to be natural, it does, L simultaneous ignition, but because recently the just engine of the turbo, there is an infrequent impression. If burning pitch is set simply just, the target air fuel ratio setting map just is written, becomes air fuel ratio of goal, but if the sensor breaks down, trouble occurs. The め where and with just goal air fuel ratio feels giddy and cannot obtain stability, the basic fuel map and two maps of goal were set. As for present condition ignition advances, air fuel ratio about approximately 1 is thin state at entire area, but entirely almost with 3000 or more rise of 6 - 7 horsepower. It is rise of 11 - 12 horsepower with the muffler included. Because the intermediate limits have risen securely, it is the efficiency which it is easy to use. In addition, measurement has not done yet, but power rising, it meaning that still air fuel ratio about 1 is thin, because it does, you think that being able to improve also fuel economy it is. Other than power, in addition to cutting and レブリミット of speed, also temperature setting of the electromotive fan and map modification of メタポン are possible. As for 8 of our companies because setting of the fan is designated as 88 degrees, water temperature is stable within usual 90 degrees. In addition, also the check with WDS has gone, but as for abnormality it is not detected and, update there is no problem. Bodily sensation as many as 250 horsepower specifications compared to, from bodily sensation being obtained, AT has liked completely. Cutting the speed limit and setting レブリミット, to that with 4BEAT of fan temperature setting 50 and 400 Yen. At everything which also burning pitch and ignition include 102 and 900 Yen. First case it updates with 4BEAT of the limiter the future, we receive with balance. We ask may.

shelleys_man_06

Where did you source this?

youngpit

I have a program that can translate jap to eng hope this can help some of us out there

shelleys_man_06

Or you could have used Altavista.

But, did you write this or is this sourced from somewhere else?

rotarygod

A long primary on a rotary isn't even close to a long primary system on a piston engine. When I say long I mean llllllooooooonnnnnnnngggggggggg. Somewhere on the order of 100" or so. A short primary is typically around 25-30" or so. You can't get a long primary on the RX-8 without either using dual cats or no cat at all. A long primary of such length is nowhere close to that which would work well on a piston engine. Amazingly the long primary system has been the source of greatest power across the entire rpm range. This includes the top end. It seems backwards but this is one unique little engine. The only thing I can really see holding back a good exhaust on this car aside from the center exhaust port is the fact that there is zero port overlap. This will definitely affect the gains that can be had.

shelleys_man_06

That's what I've been thinking about when it came to a good exhaust header! :D

What is the problem with the center exhaust port, zero port overlap?

Japan8

This board upgrade is horrible. I translated the above info on the Knight Sports 4beat ECu reprogram quite a long time ago. As I mentioned, I don't think you'll find it if you search now though...

Basically all JDM ECU re-tunes include...

Rev limit cut
Speed limit cut
Fan temp settings
A/F and Timing

davefzr

Bump for a sweet topic... Uhh Hmmm Any news or comments...... Charles

Anyone install any type of header? I dont think anyone on this entire board has yet....

Nemesis8

iTrader: (3)

Here is another one:

https://www.rx8club.com/series-i-aftermarket-performance-modifications-23/has-anyone-seen-38008/

shelleys_man_06

It's too early to tell. I wish I could test these headers to see which one has yields the best power band, but I'm broke (aren't I always? ).

I'm starting to wonder what kind of effect these JDM headers, or any aftermarket headers, especially the long tube ones, have on supercharging.

Nemesis8

iTrader: (3)

Bumpa-T-Bump

Since I doubt I will go GReddy TC any time soon, I will pursue this path this summer:

One of these headers: https://www.rx8club.com/showpost.php...3&postcount=40

Unless Charles has a better idea

Anybody have positive comments about a header for the 8? I know they don't show big power gains, but I heading towards squeezing every little bit I can out of the NA setup...

Virgil

Haven't seen this question asked but are there any TURBO headers out there or will NA headers screw up a Greddy KIt? Just Curious...

Nemesis8

iTrader: (3)

The GReddy replaces the stock log and downpipe - so, you cannot use them on a TC.

Fanman

I can vouch for that. The Greddy kit comes with it's turbo headers (essentially shorter headers that connect to turbo).

I'm not too sold on headers just because the cost on a good set are so bloody high, $1100+ on many of them. Also in seeing RB do so much research on them and not able to get more than 3-4 hp out of it, and basically questioning whether they will introduce a header system as it was just not cost feasible for the amount of gain. Back a while ago someone had gotten the RE Amemiya version and dynoed it and got a whopping 1 hp gain. If only they could have introduced a $400-$500 version, something like DC Sports is doing now that might have made more sense.

Nemesis8

iTrader: (3)

Thanks - I trust your judgement

I'm a wishful thinker - so I'm going to do more research into them. I'm sure I can get the Feed for $650 or less. I'm rethinking my long term mods. I'm not sure I'm going TC, and I might go SC. This will be a Summer project, so for now I'm just hinting and searching for clues as to why these are not producing more HP. RB is still commited to a ongoing header offering.

Fanman

I actually was thinking more about an SC for my car than a TC. I was really enamored with the Blitz offering as I thought a Roots style blower would have been perfect for this car, and could have really helped the torque on the bottom & middle of the power band. 60 hp would have been great, but the issue that I have is that they are saying that the preliminary suggested retail price will be $7000. Even if the street price was $5000 that was still way too much when you can get the Greddy unit for $3000. Even the Petit Hi-Boost version of their SC is supposed tobe $5000. Good luck, I hope some good kits come out in the near future.

Virgil

Ok, good, I was just curious. I would have thought Greddy would have included them, I am still a little new to rotaries. Like I said, if anyone knows any good rotary reading material/tuning guides I would really appreciate it. I can't find any online.

Nemesis8

iTrader: (3)

So, your getting greedy with a GReddy :D

I'll wait - just thought a bump on this old thread would stir up those brain cells...

Nemesis8

iTrader: (3)

Virgil, start here for your qwest for knowledge: http://www.rotaryengineillustrated.com/

Nemesis8

iTrader: (3)

LOL - I knew I could get a rise outaya'

Good luck on your project - you are going to have one smokin' 8 if all goes well!

Kevin

Nemesis8

iTrader: (3)

Off the thread topic, but I was in Chicago last week - flew out on Friday just in time to miss the blizzard. They delayed Ohare by 8 hours on Saturday. I'm flying into Lansing, MI on 2/7 for a trade show, traveling with my rep to Detroit on Thursday, and then flying out of the Motor City on Friday the 11th in the morning. I'll be back three more times this year to Detroit doing business with Ford, so maybe I'll look you up this year to see if you can give me a ride in your rocketship. :D

Now back to work...

rotarygod

Charles, I've been thinking about your header idea alot lately and have been doing some homework on the subject. Sometimes I am intrigued by it's potential and at other times I think otherwise. I'm not done studying up on it though so we'll see. I may build a crude prototype for my RX-7 just to see if the design has any merit on the rotary. Of course it also has port overlap.

On a side note, I am getting brillo's car up on a lift Saturday morning to get the exhaust flange template made. I have the outer shape that MM provided through PDF but the exhaust port sizes are very far off. I am going to resolve that this weekend and get some flanges made. While the car is on the lift I am going to take several measurements of this part of the engine bay. One is to see if I can design a fairly easy turbo manifold for the diy'er but the most important thing is that I am going to start mocking up the pipes for MY header idea. It's another thing that I don't know if it will work or not but I'll try. I already know that there will not be room to use a cat with my header so it is strictly "off road use only". Just thought this might get your attention.

Japan8

Hmm... no room for a cat. I'm intrigued. Tell me more... :D

Charles R. Hill

iTrader: (7)

Rotarygod, I think I remember the philosophy of your idea re: runner length. The reason I have decided not to pursue that particular route is because it is my opinion that primary pipe diameters and, more importantly, lengths have greater impacts on piston engines due to the reversion pulse created by the closing exhaust valves. For those who aren't aware: when a piston engine's intake/exhaust valve closes a reverse pulse is created that travels all the way back to the atmosphere at certain rpm's. These reverse pulses have dramatic effects on the operation of the engine. This is why overlap is important. On the intake side the pulses may cause problems with proper fuel metering/MAF signals(i.e. choppy idle) and on the exhaust side these pulses either hurt or help the exhaust scavenging. The extent to which there are benefits or problems created by these reversion pulses depends on the particular engine's state of build and the rpm at which it is operating.

Since the Renesis has very little/no overlap in the intake and exhaust cycles and the side-port design probably almost eliminates reversion pulses I tend to think experimenting with primary pipes will produce little benefit. My particular design takes note of the idea that instead of reversion pulses the exhaust system may experience areas of negative pressure but not necessarily a reverse flow/pulse and uses them to benefit the overall flow of the exhaust system.

CRH

ITALNRX-8

i am in the market for headers and wanted to see if there was a certain brand you prefer? which one's produce the highest horses?

thanks again!

Frankie