Can't wait to see what you come up with. I bet something clever.:fingersx:

Do I understand correctly if I say you want to increase backpressure? If so, why remove divider? Or are you saying dividing are still there, but you add some extra?

Team, just for clarification are you talking about completely removing the center divider or just trimming it down? I'm trying to trim down as little as I can to increase the smallest cross section of the sleeve. I'll take more pictures when I have time to clean it up.

He is talking about when the end part of the sleeve melts - leaving a glob of steel floating around on the divider . In that scenario most of the exhaust gas at port open will just transfer across into the other chamber as the centre port sleeve is partially blocked .

I had this happen myself and saw some good power but it was not in a race situation and my side seals coped ok as far as i know.

What I am doing is removing most of the divider but retaining enough such that exhaust gas tends to get deflected into the centre port and only a small % will crossover into the other chamber . That's the theory anyway.

sounds like the cats out of the bag

The last thing Brett wants to do is increase back pressure since he's bewstin

It was never really in the bag to start with . But I'm thinking the key will be in the design detail which is why I'm not showing any pics of the sleeve installed just yet .

Yep, understood that at Brettus following post. I've picked up that low backpressure is what normal FI designs are trying to obtain, but because his old divider became loose and ended up as a restriction further down the path, I thought Brettus had a theory that increased backpressure might give some gain. My bad.

there is little doubt in my mind that there is power to be had by messing with this part to reduce backpressure . The key will be doing it in such a way that reliability is not compromised.

leaving a portion of the divider plate does nothing relative to exhaust back-pressure, which is typically significantly higher for FI than NA ... that pressure is highest at the rotor/port interface surface

:rolleyes:

Just read through a lot of your build thread to be reminded how little I really know about rotary engines and how much they amaze me. I will be following from now on... because turbo rotary, and you will actually complete this build unlike 3/4ths of the people who start build threads.

No build is ever complete, it just keeps evolving.

^ There is always something I feel I still need... god damn winter, ruins my summer every year, at least its giving me time to save up for some goodies though :)

Well if I had a winter I guess it would force me to install shit I have here and fix things that need to be fixed that I have been putting off, :lol:

haha I say that every year.... but then it gets cold :lol:

Frustrating time atm .Old engine is out and new engine is ready but turbo rebuild guy is inundated with work so project is stalled till i figure out an alternative.

In the meantime I bought a new (second hand) Mazda for the wifey and took over her old car as a hack. so the pressure is off to get the 8 going again .

It's not polite to gloat! :anger:

It's nice to have a DD. Makes the RX-8 experience more fun when you don't have to be done by Monday morning. :rock:

agreed--thats why i have a 1997 ford ranger truck too
it is very smart to take your time.