W00T!!!

Any details on what you changed? Mine glugs a little bit after shutdown, through the heater core, which feeds the turbo. I haven't really been worried about it, but interested to know how you addressed yours.

Just run a separate coolant circuit for the turbo with a pump, reservoir, and heat exchanger. Complicate all the things, :lol:

The fabricator made a bracket to fit both hoses up high . The return had to drop down a good 10" to feed back into the block . I just eliminated that and fed the hoses straight in.

Summary of what has been done since engine torn down.

Engine rebuilt :
No new major parts
Stock rx8 corner seals machined for deeper rx7 apex seals
Side exhaust ports ported
Rotating assy. balanced
Siamese sleeve modded for increased flow
Injectors cleaned and flow tested

New second hand 5 speed transmission fitted
New 600hp+ carbon Kevlar clutch fitted
Turbo switched back to 1.01 twin scroll turbine hsg.
Added heat shielding under compressor hsg.
Turbo water cooling re-routed
Manifold flange now has boost gage to show turbine backpressure . Both sides tapped.
Drilled and tapped turbo entry for possible pre turbo W/I in future or vac. gage.

Have to put a few miles on it now before slapping it on the dyno and seeing what she will do .
Road trip time !

Any dowels or studding?

Yep .... dowelled as per Brettus turbo 11 thread.

Lol that's too much work for me :)

Did you clock the chra 30 deg and plan for the water flow? Where'd you run your water.

I came from the heater core to the bottom of the turbo, then out the top of the turbo to the thermostat housing.

Yes , turbo was clocked to get the siphoning . I run mine off the take off points for the throttle body.



Results are in for spoolup ! :

10psi at 3400
14psi by 3900
16psi by 4200 ish .... (estimated)

Exhaust backpressure is following boost pressure up to 4500 . Have not boosted past that rpm yet.

This is slightly better than a Greddy turbo so not too shabby .
So ...... not as good as I had hoped for but way better than it was on my other engine.
Probably would have got the 16psi by 3500 I had hoped for if I'd have opted for the GTX3576 .

Will do some full logs once engine is fully run in.

Better than Greddy spool + 400whp peak = Total Win!!!

Sounds good man, can't wait to see some videos!

I would say spoolup is now acceptable given what i set out to do . I'll be happy with it . Now to find out how the top end has been affected :naughty:

16 psi on a renesis is amazing. Hope your cooling holds up

Not a problem for street ............. on track i wont run it that high.

Starting to get excited about the potential of this setup . This is at only 10psi ..........................


https://cimg1.ibsrv.net/gimg/www.rx8...205c822d2f.jpg

Edit : put torque and power on same axis

Nice numbers for 10psi!!!

I'll be recommending large injectors are fitted into Secondary position from now on . I accidentally got mine reveresed when i put it together so thought i'd tune it that way rather than pull it apart again.
Works much better - way easier to tune . Plus i think it's better to have more fuel going into the sec. ports rather than such a high % going into the primary ports.

Next minute, 14psi vs. 16psi

Some people are boost junkies. I just don't get it :icon_no2:

Time to try an open wastegate ........................ turbine backpressure is way higher than I expected !

I got accused of being the "oldest teenager in town" today !

sounds like more of a compliment than an accusation

What about cooling ??? And how can it be reliable with stock seals ? This amount of power "must" need seal ugrade and also a methanol kit install to make it reliable if you ask me ...

What he said :)

Yeah I recommend reading the thread first :yesnod:

I'd take as a compliment. Are you in a town of like 300 sheep fuckers?

I have a secondary radiator , rx7 depth unbreakable apex seals , and water meth .

Plus dowelling soild corner seals and a few other things.

Hahahahaha, you're thinking of my neighborhood - it's much colder down here in the South Island :smoker:

Brett's town does have a reputation...for teenage parents, so I think they were still calling him the oldest teenager Dad :yelrotflm

Did some testing with an open wastegate tonight and found my muffler is a serious restriction . Lost 5-6psi in turbine backpressure at 10psi boost and gained significant power . If i can improve my exhaust system to this level I'm thinking 400whp will come at a lower boost pressure than I thought possible.
The sound of the vta wg was ............................ absolutely nuts !


https://cimg0.ibsrv.net/gimg/www.rx8...c7d7693bb1.jpg


VTA WG at 9psi boost

I originally had mine vta and she was a screamer lol. I loved it wide open, was good for scaring kids and grannies at crosswalks downtown, but part throttle got to be obnoxious....

Yeah , mine is not a pleasant sound at all , coming straight off the siamese is maybe a little different. Kinda sounds like a hammer being bashed around inside a can. Perhaps with some pipe length and a little resonator ............

Ouch! Yeah that probably hurts the ears! Mine was a little farther away, right off the rear end of the manifold. PTP had designed it to dump back in just pre-cat but I hacked it off and had the entry welded closed. Sounded like a screaming banshee going through the tunnels downtown. I once got the "shoosh" sign and stink eye from a little old lady I drive past when she wound up next to me at the light :lol: I like it much better recirc'ed but sometimes I miss being able to let loose an ear piercing shriek:)

...and by contrast, while running at the same 9psi of boost pressure, this setup produces 100whp more than my Greddy turbo setup ( :puke: ). Comparing the two, the only significant difference on the cold-side is the compressor wheels, where Brettus' is approximately 15% more efficient at my max flow rate. So the majority of the gains are from the well-sorted hot-side.

Seeing Brett's figures has motivated me to do a direct comparison of the same turbo running T25 vs. T3 turbine housings.

I wouldn't be taking too much notice of the 380 .... but it's certainly looking pretty darn good .
The porting and siamese sleeve mods have to be helping get these numbers also.

Jimmy where your pulling boost pressure from makes a differance too. I think Brett pulling it from his uim. Are you pulling from there or the turbo?

^^^ I'm also taking boost from the UIM.

Driving home today I did a test in 5th gear ........... 10psi at 3000 rpm :yesnod:

Doing a comparison between the backpressure in the front scroll (which has flow from front port plus siamese ports) and rear scroll (rear port only) of my 1.01 AR divided turbine housing. Both of theses tests done at 12.5psi which is reached somewhere before 4000rpm.


....................Front scroll ......................rear scroll...................... mass airflow g/s
3000..................5........................... ..........4..............................101
4000.................11........................... .........9..............................184
5000.................14........................... ........13..............................248
6000.................18........................... ........17..............................296
7000.................24........................... ........22..............................362
8000.................30........................... ........27..............................390

Expecting backpressure to drop to just over 20 peak once i get a better muffler setup installed. Good to seee the variance in the zone where detonation is most likely (4500-6500 ) is minimal.

It's taken a bit of time to digest this info, along with the odd Xmas mince pie, and I believe these results show that your original manifold design with the center port plumbed only to the waste gate should show performance results (whp) very similar to those from your current design, which has center and front port sharing one of the divided scrolls into the T3 turbine housing.

With the waste gate venting a very small portion of center port exhaust gas at low rpm vs. a large portion at high rpm, I'd expect the variation in front to rear scroll pressures to be greater at low rpm if the center port exhaust gas was contributing much to the exhaust back pressure. Since there's not a huge pressure difference between front and rear scrolls, it shows that the center port isn't contributing much to exhaust pressure at any rpm, so moving from your current manifold design to your original one shouldn't impact performance much at all.

This is good news for those wishing to adopt a low mount divided T3 setup as plumbing is a fair bit easier (relatively speaking) without needing to plumb the center runner back into another manifold runner/collector.

I would agree with you if i hadn't already tested the two designs side by side and found the extra tube actually increased midrange torque.

I expected the same results you did ..... have been trying to think why it didn't quite work out that way (The bigger differential at 4000 was there but i expected more ). All i can come up with is the old nugget ..... air will take the path of least resistance. I think there is a balancing that takes place as pressure increases on the siamese side.

I'd forgotten about your VD comparison between designs. Here they are:
It looks like we're talking an improvement of just under 10% torque in the 4-6.5krpm range if the center port is plumbed into the front runner. OK, so 10% performance difference is actually quite a lot, and we can't see this much accuracy from the exhaust pressure readings as they only read to the closest 1psi, (12% accuracy at 5krpm).

Brett, based on this, are you thinking that the best divided T3 manifold is per your current design? For my divided manifold design, if I were to plumb in the center port I was considering splitting the center runner after the WG so that it feeds half into each scroll. This would provide even exhaust pressure on both scrolls, so in theory would provide the most efficient flow path for exhaust out of each combustion chamber. Your thoughts?
All runners must be equal length of course, which makes fabrication an absolute bitch!

390g/s.... Is that all? :p: kidding... :) looking good!!!

nice!! i just broke the 344 g/s mark at at 6000 rpm

390 at 12.5psi ............. not a bad starting point :)

I think a better design would feed both sides and have equal priority between wastegate and turbine . How you could get that in beats me though .

looking fantastic!!!

Just playing around with matchbot and allowing for a free flowing exhaust gave me these numbers as a comparison . My thoughts are that 4000 and below is pointing to the benefit of the twin scroll whereas 5000+ is highlighting my restrictive exhaust . Hoping with that rectified the backpressure will line up with matchbot and the variance between scrolls at peak will be close to nil .


.................Front scroll ..........rear scroll....RS no muffler..Matchbot............ airflow g/s....matchbot g/s
3000..................5........................4.. ............3..................4.1................ .....101............97
4000.................11.......................9... ............7.................8.8................. ....184............170
5000.................14......................13... ...........9.................11.2................. ....248............229
6000.................18......................17... ..........12.5..............13.3.................. ...296............302
7000.................24......................22... ..........17................16.7.................. ...362............354
8000.................30......................27... ..............................19.1................ .....390............385

Matchbot FWHP is at 450 which is lining up nicely with my test with a VTA wastegate.
Also worth noting is that I've had to drop BSFC to get the numbers to line up .......... I think this could be significant .

I'm dumb, can you expand on this?