233 rwhp dyno sheet
 

The purpose of sharing the attached graph is to provide an opportunity to people on this forum that enjoy learning. Plain and simple. I enjoy sharing and I thought this might be kinda fun for some of you.

I would ask the kind favor please of not spitting out what this is and where it comes from if I've either shared this info with you before or you've had personal access to this in your travels. Ideally this thread would generate some interesting conversation and in the not to distant future I'll share the background.

Yes this is accurate and yes I expect the ney sayers to come out and call BS. Bring it and bring friends and meet me at the playground. I have no need to share false info as many of you know. I have no need to argue or play defense. I would also kindly ask that if your M.O is to argue/complain/poke/unconstructive critisize that you refrain from commenting.

Thank you,

Eric

I know ive seen this somewhere before, just cant remember details

heck with the hp ( that is nice!) LOOK at that TQ!

Eric are you running the VDI?

Could you tell us more about what your series regulations are please?
It's a nice graph and knowing the limitations you had to face would be even more interesting!

G

Nice. More reason not to rev much past 8000RPM.

He is running in the Pirelli Scca Pro Racing World Challenge http://world-challenge.com/ Touring Car class.

I think this is all accurate, I am probably missing something and wrong about something but I am sure I am close.

I believe he has to run the stock or mazdaspeed intake, unknown on coils ( I bet they are not stock), exhaust is open (long tube custom header and exhaust) cant touch the intake manifold, no porting or special internal work. Quality motor rebuild with new or mostly new parts, balanced rotating assembly, lightweight clutch and flywheel. Runs race gas, a leaner AFR and more aggressive ignition timing then we can run on street gas.

In Eric's own words. https://www.rx8club.com/showpost.php...3&postcount=71

Thanks, I couldn't find that rulebook and now I understand the plot and its limits even better.

I want to go see the Infenion and or the Leguna Seca race in Aug/September. The Infineon weekend is being run with the Star Mazda Series and the IRL. Leguna weekend is with ALMS.

He never said it was his engine or used in his racing car.

At the time this engine was run (if it is the engine that I believe it is), the coil legality issue hadn't been addressed yet.
Engine management had to be stock or Bosch per the rules, btw, so you can imagine the choice that the lower-tier Rolex teams went with.

230 HP was not totally uncommon, though most were in the mid-220 range.

Just as a point of comparison (to back up Eric's post), here is another Grand Am car that I did a while back.
This motor already had several races on it by the time I got to it.

Nice. You can tell a lot by the shape of the curve.

Usually.
This motor was originally built by a guy that did drag motors. It was awful.
Then it was rebuilt (using only new soft parts, housings and irons were retained) by someone unknown to me.

We did three motors that weekend and all were more or less the same.

Eric, might you have any torque curve data below 5K rpms of the engine represented in your dyno chart? To me, that is equally important, but I understand if you do not have it nor really need it.

Love that torque "curve", Eric. Very nice.

does make you wonder --with a good build, a non radical port job, nice set of good headers and a good tune---maybe 250hp?
Thats the range that starts to get my interest:)

Thanks for sharing .

I was poking around your car at Mosport, but didnt get back in time for that nickle tour you promised me!

Have to come out to Mid-Ohio I guess!

Considering I'm probably sitting around there with a Turbo that would be awesome... not the same torque though

very true -many NA guys that talk about peak hp like it is everything have no idea what you mean .

i can live with 160 tq "curve" like that.

Thanks for sharing Eric I love reading your posts. Good to know the potential of this engine if taken to the limit. You obviously compete in harsh racing conditions with dozens of laps.

However, I am not keen on pushing the car to its limits where it requires engine replacements on a regular basis. I usually race for only 7 or so laps at a time and usually against the clock to record my best lap time and accumulate points against cars in the 6 cyl category in a amateur class. I have done close to 30 races over six years and my car has 97000km on the clock. The car gets driven really hard on the track ( on the revlimiter on the straight for 500m in 4th gear). The car still runs well and my lap times keep getting better each time.

I have committed myself to go down the supercharger path in the quest for more power. My goal still remains conservative gains with reliability, as I want to be able to drive to the track and then drive home.

I am sure that research such as yours will help advance the knowledge of this engine and in turn provide better solutions for enthusiasts such as myself so we can get the gain without the pain.

Keep up the good work Eric.

Ready for this one------chassis dyno. Stock Renesis irons, rotors and housings. Any guesses?

enough---thats my guess!

These two scenarios are in conflict.

I don't understand the question. Wasn't that the scenario for the dyno you posted above?