a bit pointless seeing as we don't have torque for the TBlown at anything less than 3500

 

So, do it from there.
Nothing below 3500 RPM really matters, anyway.
I can't even think of the last time I operated my RX-8 below 3500 RPM, other than to cruise down to a stop.

 

Don't see what you are getting at - torque is identical (practically) up to 5000 rpm after which the TBlown is obviously more . What is the point of doing a chart

What the dyno does not tells is about response from a roll at various rpm - something that has a large impact on the way it performs .

 

Maybe I am not looking at the same dyno plots as you are.
The MM turbo setup hits the same peak torque 2000 RPM earlier than the Turblown setup.
Of course, it trades this for less power after 7000 RPM (as would be expected).

 

No . The one I posted is a combination of the two plots aux ports open + aux ports closed which shows the "ports closed" equal to the 3071 down low .
That's why I posted it ....

 

But the MM dyno I am looking at produces the result I noted above over the "ports closed" dyno.

 

 

hmmmmm OK - we are looking at different plots then ....

 

are you doin that on a stock engine??? just wondering...

 

I believe that 15psi may be do able I see my original build goal was to make 500hp.. and I'm sticking to it this thread is going to have 100 pages real soon.

 

10 pages in 6 months... define "real soon"

 

I agree. I believe @ 15psi we will see between 515-560. Imo the renesis is more potent than any other stock ported 2 rotor.

 

Nope.

 

awww, but they really believe it

 

Lol. Damn. Well that broke my heart. So im guessing the exhaust ports become a restriction as always?

 

What will happen? Just a torque increase? I remember a scenario with Chickenwafers setup....where is max hp stopped moving, but his torque numbers increased at a higher pr.

 

You are confusing pressure for flow, for one thing.

As everyone does.

So, the discussion comes (like many others like it) to a grinding halt.

 

I understand the differnce & relationship with pr and flow. I just know nothing about the 3582, and im not great at reading a compressor map either. So ill just wait till the results come out

 

Lol it was more like a comment then discussing

 

I think many people know the diff between pressure and flow, but they partly don't know what happens when flow increase..? Including me...

And you need to take velocity of intake air into consideration as well, wont you?

My hypothesis: You have an ideal velocity of the air coming in, use the inertia of air to get the intake chamber as full as possible. This speed is set by intake port form/shape and length of intake.
1. At low RPM its going less air, meaning that you need a narrow tube(all ports closed)
2. Mid RPM = more power = more air = higher velocity= secondary shutter valve is opened to reduce velocity nearer ideal speed
3. High RPM = even more power=....= aux port opens to keep optimum velocity.
4. Some of the same things apply to FI engines, but in addition you need to take into concideration that you have a pressure loss depending on the velocity.

Am I totally lost? (I'm not expecting any science award for this if its right)

I can see that variable intake valve is activated at 7250RPM(on a NA engine)(http://www.rotaryengineillustrated.com/renesis.php), but I dont really get what it does?

 

AAaf... i think youre on the right path, maybe i overestimated that engine/turbo combination. I have read where Chris of Esmeril ran into flow turbulance and redesigned the uim to accomidate. Maybe if i knew how to read a compressor map i would have a better understanding of that turbocharger. I will goto the bookstore today and read up

 

Is there any real increase in blow by at this power/boost level? Normal catch can set up or is he going to go to a dry sump setup at some point?
Is he running the barless sparkplugs?
How are his coolant and return oil temps doing while in boost?
Need to be careful what kind of gas he puts in the tank?
I too am interested in the aux ports closed set up. I have never liked the idea of those things opening/closing so much while on track, and its only at around 1.5K from the TQ peak?
I do wonder what is happening inside those unused intake runners though. Dead spaces are not usually a good thing?
Great thread.
OD

 

Oil pan started leaking a LOT worse. I know he plans on the greddy unit, which should help as its O-ring'd. Continued beating on the street does raise coolant temps. It would definitely overheat at a road course. It could use some sort of new filler neck with a -12AN catch can line( like Rx-7/Supra stuff).

 

its harder to properly vent this "crank" case than I thought it would be.
Heat builds pretty fast probably. 2nd radiator or is intercooler in the way too much.
There are better fans.

 

Jeff...engine's cutting out after comming out of boost (fast decel)...tuning issue or something different? which brings me to my next q...when do you want to come out?