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Pulled out the manifold today and took it in to get the PP manifold welded to the main one . Will also port out the PP inserts as much as I dare to improve flow through them.
With any luck I'll be testing it tomorrow. X-fingers the extra flow will show some gains at the wheels !
Yesterday I port matched the pp tubes to the wastegate valve head to minimise the crossflow between rotors.
I am also hoping that you see some improvement with the power man.
This will give me hope to see some sort of tangible gains when i have to rebuild my engine eventually.
I can follow your design.
Ive resigned to if i ever decide to do forced induction on an 8, it will more than likely be a REW swap...
Until i decide to throw ~20k into an rx8 this will be it. I like the idea of N/A simplicity.
This could be groundbreaking or it may not, either way it is definitely very exciting. Pretty smart using a wastegate to prevent backflow of the ports. Ill be waiting in anticipation!
Thank you and Godspeed
Cheers Jake . My original reason for trying this was to get away from the turbo and try make similar power to a stock Greddy . Certainly not looking close to that goal at this point but even if it does make some decent power ...it's certainly not going to be a simple mod. for people to do (like I thought it would be originally)
I'm pretty pleased that the engine actually runs ok and doesn't leak water/oil or combustion gas anywhere it shouldn't ...that was quite a major in itself !
I'm slightly skeptical about performance influence of the wastegate in a NA setup. And I'm thinking its beneficial to keep the volume between the valve and tip of rotor as small as possible. One of my thoughts a while ago:
But its easier for me to think, than for you to fabricate....
that is going to be ungodly loud. I recall you not liking the external dump on your turbo 8.
You aren't wrong ..... but it's kinda irrelevant because I'll route it back into the main pipe eventually.
Just tested the setup again .
*Waistgate setup works well although valve is currently leaking and making popping noise (not pleasant). This is due to me not getting the valve head matched perfectly with the mani. tubes. Valve is bottoming on tube vs the WG seat .
*PP open noise is horrendous
* power looks promising - pps open showing a marked improvement over pps closed. The extra flow from porting out the inserts seems to have made a big difference
Need to do a log at same ambient temp to compare with strong stock engine but It's looking good. We aren't talking huge numbers ....in the 10-20whp range.
Also need to play with VDI as I think it's having a negative rather than positive effect.
And tuning .... if I am getting less exhaust carryover there may be some advantage to adjusting timing.
Did a log this morning at same ambient for comparison with stock. Looks quite promising!
Chart showing mass airflow difference between new PP engine and stock engine.
PP engine in red.
Also tested VDI . Looks like it will be beneficial to open it a little later than stock.
Looks like I'm going to have to live with the pulse . The valve was supposed to get a stable idle , but the extra porting has made it idle rough, so have raised idle speed to where it pulses. I'm not sure if i love it or hate it yet ...probably both...lol
Well I know you’ll think I’m ******* on you, but the actual relativity of what you’re showing is just hard to discern. You have a “stock” engine comparison, but I’ve seen a lot of mediocre “stock” Renesis engines in my lifetime. I’ve also seen MAF numbers on exceptionally powerful stock port Renesis motors higher than what you’re showing too. Upper 250ish g/s is not exceptional in my experience. For all I can tell you might just be relieving exhaust pressure from the undersized exhaust system you didn’t want to change.
Sorry because I know you don’t want to hear it, but what does it really all mean ...
Well I know you’ll think I’m ******* on you, but the actual relativity of what you’re showing is just hard to discern. You have a “stock” engine comparison, but I’ve seen a lot of mediocre “stock” Renesis engines in my lifetime. I’ve also seen MAF numbers on exceptionally powerful stock port Renesis motors higher than what you’re showing too. Upper 250ish g/s is not exceptional in my experience. For all I can tell you might just be relieving exhaust pressure from the undersized exhaust system you didn’t want to change.
Sorry because I know you don’t want to hear it, but what does it really all mean ...
The "stock" engine is the one that dynoed at 220whp so certainly NOT mediocre .And the intake and maf settings are identical BTW. All things being equal, it should dyno over 230whp looking at the comparison. I take your point re the exhaust, but whatever way you look at it and whatever is the reason, over 230 would still be impressive.
Just noticed you added that mass flow chart Team ..... I'd just point out that you can get any numbers you like on a massflow chart just by making a simple adjustment to the tune. Also , I'm sure you are aware ..... the intake setup can skew mass airflow numbers considerably.
The chart I posted was two different engines on an identical intake with no calibration adjustments.
Put this up on the Purely site and someone correctly guessed where the port is ...so I may as well post it here too.
The port runs through one of the through bolt holes ..................
Put this up on the Purely site and someone correctly guessed where the port is ...so I may as well post it here too.
The port runs through one of the through bolt holes ..................
02-12-2020, 05:03 PM
