ATTENTION TURBO rx8 : SFR low compression rotor for Turbo rx8
06-17-2005, 08:51 AM
#26
FWD Hater
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Originally Posted by D1GT-x8
i dont think that the fc/fd rotors would work. i talked to tim about that idea. he said that the renisis has a different design to it. can anybody confirm this.
if not somebody tell the difference. or show me how they are similar
if not somebody tell the difference. or show me how they are similar
As mentioned by me:
FD/FC rotors are heavier, and don't have the provisions for the cut-off seals on the flanks....
06-18-2005, 02:22 PM
#28
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Funny... someone in the "Aftermarket Performance and MazdaSpeed" said that some "expert" tuners from Japan with a shop in Ca. were talking about using FD "internals" on his 8. The discussion didn't sound like dropping in the REW engine... more like a rotor swap. I raised questions about this for exactly what was said here... but supposedly these "experts" know what they are doing. I'm no expert, but simple logic says that it doesn't add up with the significant differences between the two engines... go figure...
Whether or not to lower compression for more power... what everyone is trying to say here is that you don't need to drop compression to make a lot of power. The difference is that instead of running say 15psi for 350whp, you'll only need 10 or 12psi (NOT REAL LIFE NUMBERS). In addition to less boost, you'll have more off boost power. Since you aren't using the car as a racer only... daily drivablility is something to really consider and for that off-boost power is important.
Whether or not to lower compression for more power... what everyone is trying to say here is that you don't need to drop compression to make a lot of power. The difference is that instead of running say 15psi for 350whp, you'll only need 10 or 12psi (NOT REAL LIFE NUMBERS). In addition to less boost, you'll have more off boost power. Since you aren't using the car as a racer only... daily drivablility is something to really consider and for that off-boost power is important.
06-19-2005, 01:03 AM
#29
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you can pop in some fc or fd rotors with the counterweights and it'll start and run just fine.
for at least a half an hour...
the blowby ring you can do without, but the side seals on the renesis rotors are a LOT different than the previous ones.
RG, any chance of getting a copy of the testing for the different compression ratios? that'd be worthwhile reading.
for at least a half an hour...
the blowby ring you can do without, but the side seals on the renesis rotors are a LOT different than the previous ones.
RG, any chance of getting a copy of the testing for the different compression ratios? that'd be worthwhile reading.
01-27-2010, 03:38 PM
#30
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ok now let me ask a question i'm a 2004 rx8 owner i don't know much about the compression ratio or anything like that but my point is why any of the companies that makes the aftermarket part for this car they haven't make any non plastic intake or pieces that helps this engine to be turbo, my mechanic said that in order for me to put turbo on my car would be to change the rotors to a lower compression rotors. can anybody help me with this cuz i want to put the turbo on my car but also i don't want to go back to the mech in 6 month to have my engine rebuild.
01-27-2010, 04:26 PM
#31
^1st, thanks for bumping a 5 year old thread.
2nd, using our search function to locate a better, more up to date thread would've been a better idea.
3rd, have you tried researching any of what you're looking for in the MAJOR HORSEPOWER threads??
btw, RIP guitarjunkie
2nd, using our search function to locate a better, more up to date thread would've been a better idea.
3rd, have you tried researching any of what you're looking for in the MAJOR HORSEPOWER threads??
btw, RIP guitarjunkie
01-30-2010, 09:08 AM
#34
I divide by zero
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If SFR really wants to build these and price them reasonably, I say go for it! Why would anyone argue against more aftermarket options for our cars?
They arent really necessary though. You can build a higher HP renesis with parts that are currently available. The problem is that those parts(and builders) are still priced like the car came out 6 months ago even though its been out 7 years. So we havent seen many people using them or making the extreme builds to prove them. Not to mention if two people a year buy those extreme parts...those prices arent coming down anytime soon.
Take Kanes car, that build is a prime example of what we should have seen 3-4 years ago. That kind of build should be a reasonably priced, off the shelf option by now. Instead of being the standard, its the exception.
I fear that by the time we finally start to gain momentum on aftermarket production for the renesis, the vendors are going to drop it like a bad habit for the 16x.
They arent really necessary though. You can build a higher HP renesis with parts that are currently available. The problem is that those parts(and builders) are still priced like the car came out 6 months ago even though its been out 7 years. So we havent seen many people using them or making the extreme builds to prove them. Not to mention if two people a year buy those extreme parts...those prices arent coming down anytime soon.
Take Kanes car, that build is a prime example of what we should have seen 3-4 years ago. That kind of build should be a reasonably priced, off the shelf option by now. Instead of being the standard, its the exception.
I fear that by the time we finally start to gain momentum on aftermarket production for the renesis, the vendors are going to drop it like a bad habit for the 16x.
02-09-2010, 03:50 AM
#37
Registered
Hmmm, do not tell my engine that.
------ Update-----------------
2500 miles on FD 9.0 to 1 rotors, machined with grooves to add the RX8 style gas rings...
I seem to have more total flow on the MAF and at a lower rpm than with the stock rotors.
The 7K readings are greater than I ever did with stock rotors, the 8K maxed the MAF, currently looking at scaling the MAF out to 400/gs.
Last edited by Rote8; 02-10-2010 at 07:57 PM.
02-09-2010, 04:14 AM
#38
you're laughing at the post of a popular forum member who passed away several years ago 
otherwise it will be interesting to track your experience. All anybody here really has to go by is Mazdas assertion that the 13B side seals will carbon up sooner than the Renesis keystone design. How many miles that is isn't known. How long the side seals last with the Renesis side ports will also be interesting. Hopefully you won't chicken out and admit having a problem if you end up with a face full of pie. That said, Mazda doesn't always get it right, 13B, Renesis, or anything else so you may end up showing us a new direction to explore.
otherwise it will be interesting to track your experience. All anybody here really has to go by is Mazdas assertion that the 13B side seals will carbon up sooner than the Renesis keystone design. How many miles that is isn't known. How long the side seals last with the Renesis side ports will also be interesting. Hopefully you won't chicken out and admit having a problem if you end up with a face full of pie. That said, Mazda doesn't always get it right, 13B, Renesis, or anything else so you may end up showing us a new direction to explore.
02-13-2010, 02:03 PM
#39
Hmmm, do not tell my engine that.
------ Update-----------------
2500 miles on FD 9.0 to 1 rotors, machined with grooves to add the RX8 style gas rings...
I seem to have more total flow on the MAF and at a lower rpm than with the stock rotors.
The 7K readings are greater than I ever did with stock rotors, the 8K maxed the MAF, currently looking at scaling the MAF out to 400/gs.
------ Update-----------------
2500 miles on FD 9.0 to 1 rotors, machined with grooves to add the RX8 style gas rings...
I seem to have more total flow on the MAF and at a lower rpm than with the stock rotors.
The 7K readings are greater than I ever did with stock rotors, the 8K maxed the MAF, currently looking at scaling the MAF out to 400/gs.
02-13-2010, 04:01 PM
#41
Boostin'
Hmmm, do not tell my engine that.
------ Update-----------------
2500 miles on FD 9.0 to 1 rotors, machined with grooves to add the RX8 style gas rings...
I seem to have more total flow on the MAF and at a lower rpm than with the stock rotors.
The 7K readings are greater than I ever did with stock rotors, the 8K maxed the MAF, currently looking at scaling the MAF out to 400/gs.
------ Update-----------------
2500 miles on FD 9.0 to 1 rotors, machined with grooves to add the RX8 style gas rings...
I seem to have more total flow on the MAF and at a lower rpm than with the stock rotors.
The 7K readings are greater than I ever did with stock rotors, the 8K maxed the MAF, currently looking at scaling the MAF out to 400/gs.
02-13-2010, 10:08 PM
#44
I'm not personally convinced that lower compression is what needs to be focused on, but more efficiency of the tune / engine setup.
People will do what they will, and there's no "wrong" solution for building an engine so long as it runs properly, but I know that there are several out there that share my position. In fact, I know a couple people that would like to see a 12 :: 1 compression rotor.
People will do what they will, and there's no "wrong" solution for building an engine so long as it runs properly, but I know that there are several out there that share my position. In fact, I know a couple people that would like to see a 12 :: 1 compression rotor.
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