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What I saw was a chart, not a numerical log, is that what you mean?
Kinda prickly today, huh?
I apologise for that remark. I thought you were being thick but I just realised something ............
That log I posted is rpm vs time and not speed vs time so I now understand your confusion. VD uses rpm to calculate power (as it has the gear ratios and tyre size locked in) .It would have been difficult to pick the values straight off the chart as I was suggesting although still possible (as I stated the gear used).
I apologise for that remark. I thought you were being thick but I just realised something ............
That log I posted is rpm vs time and not speed vs time so I now understand your confusion. VD uses rpm to calculate power (as it has the gear ratios and tyre size locked in) .It would have been difficult to pick the values straight off the chart as I was suggesting although still possible (as I stated the gear used).
Thank you.
Yes I was looking for finer info. The rpm graph can be extrapolated though to get what I, and I assume Team, was looking for, but a log would be easier to be accurate and not introduce more error and variability problems, as you stated.
Anyway, no biggie, not worth arguing about. Over and out.
I don't think that's correct Kevin ...it's not that good!
Here's the thing you guys have failed to latch onto and it's why that way of comparing will never capture reality in this case:
As I've mentioned from real life observation and as can be seen from the dyno. It's the same as other strong 8s to 8000! But as I can now rev to 9500, PLUS, it holds peak power all the way to there, I get a slight advantage in 2nd. This turns into a big advantage in 3rd as that gear is starting at higher rpms/power so It effectively has more all the way to the redline. It's as simple as that.
As I keep saying , it's not much difference to stock and certainly not a game changer. I've never tried to say it was . The least you could do Team is to not 2nd guess me (effectively portraying me as a liar) and accept what I'm telling you! I think I've earned that much over the years!
I don't think that's correct Kevin ...it's not that good!
Here's the thing you guys have failed to latch onto and it's why that way of comparing will never capture reality in this case:
As I've mentioned from real life observation and as can be seen from the dyno. It's the same as other strong 8s to 8000! But as I can now rev to 9500, PLUS, it holds peak power all the way to there, I get a slight advantage in 2nd. This turns into a big advantage in 3rd as that gear is starting at higher rpms/power so It effectively has more all the way to the redline. It's as simple as that.
As I keep saying , it's not much difference to stock and certainly not a game changer. I've never tried to say it was . The least you could do Team is to not 2nd guess me (effectively portraying me as a liar) and accept what I'm telling you! I think I've earned that much over the years!
I get it. Based on the graph, though it's 3.9, plus minus. Not in the 4.5-5 range a slow car would be. It's got something...
I understand exactly and it still can evaluated as such. I only posted those ranges. I want to say that the original log file goes out to 10,000 rpm, but will need to check and see. I know there’s no power out there, but sometimes there’s not enough road left before the next turn-in to up and then immediately down shift. The shift is lost time, so in those instances sailing to the moon on the limiter is the fastest time to and through the next turn.
Just picked up my next engine . New thread will start once I have the donor car ready for it
Efforts on this one center on the primary ports the APV ports and the Siamese. Small changes to exhaust port timing but no induced overlap . This one is purely about attempting to maximise the good things the engine came with from Mazda.
It is made up of bits and pieces I had lying around in the garage so is definitely a budget build.... Note the S2 rear housing with blocked middle oil injector.
Of course all the previous S2 injectors only had a hose connection at the top, but it could have a rubber vacuum cap put on it. Simpler and cleaner to get rid of it. A few placed make fancy plugs with anodized colors for the showboating crowd.
Some people used a bolt; believe there is an OE part number for it, but more than one person used a bolt too long and found out the hard way when the engine self destructed from it pushing the rotor housing inward at that point. The blind plug with sealer would be preferred.
What I did was drill and tap then put a bolt in an S2 injector to seal it off and screwed that in. Fills up the hole and doesn't bottom out.
Thanks for the suggestions.
well there are a number of things I still haven’t discussed on this and the Hybrid idea too, but one of them is that imo you aren’t going to get much more than has already been demonstrated on the best dyno graphs without an intake manifold redesign. The intake manifold design is really what the Renesis is all about and it’s optimized to a specific level. The only way to get beyond it is to configure it to a higher level and even then that might be questionable with the exhaust port limitations.
In support of that here is some information back from the early Renesis development days. This is from a 1999 Mazda publication, and at that time the Renesis was supposedly making 280ps (276 bhp) @ 9000 rpm and 23kg-m (166 ft/lb) at 8,000 rpm with a 10,000 rpm limit. It was still in a much lighter 2-seat configuration and really was the RX-8 I was longing for. Although they were likely going to call it an FD4S RX7 had it continued that way.
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The thing to take note of is how the intake was configured a bit differently. I’m just going to leave it for what it is and let everyone discern it for their self
Had an opportunity to take Bluey to the drags yesterday. They finally got rid of the stupid rule that said all rotaries must run a scatter shield, and to celebrate had a free rotary only day!
Was my first ever experience of drag racing and have to say .... it was great fun. Did about 10 passes in Bluey with the one below being my best for the day. Have compared this with others from this site and it's definately nothing special by comparison. However, it was the quickest of the seven 8s running on the day by 0.4s so was happy enough with that. Run below was vs a stock FD turbo .
The JDM models we run have the higher ratio 3rd gear than the US models - I think that would be a disadvantage because we only get to 8500ish at end of strip.
SBM is the best. Reminds me to go wash and wax now that Monsoon is over.
Your HP computed from your vehicle ET is 163.49 rear wheel HP and 181.65 flywheel HP.
Your HP computed from your vehicle MPH is 187.34 rear wheel HP and 208.16 flywheel HP.
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