The problem was I removed 14% . Fixed it by returning it to 0

 

Great...I will try that...thanks.

 

/\ if that works does it get me 20% off your new apex seals ? LOL

 

right after the guy says "Ferrari" at 0:06 you can hear the car's engine rev -- the car REVs "FERR-ARR-RII" LMAO!! Can't believe I never caught that <--- posted from another guy, I listened to it and couldnt believe my ears, hella funny they got that in there.

 

Haha...good try...I am sure we can get you a free sticker!....no?....

E85 by itself requires different cranking parameters....I threw bridgeporting and a new intake manifold into the mix all at once...so now I pay the price ....a good price...haha

We will talk if all the issues go away as a result of your suggestion....

Chris

 

spark ok?
OD

 

Two MSD LS2 Coils for Leading and Two OEM LS2 Coils for trailing and new sparkplugs as of yesterday says its ok...

It runs fine once it starts so I have no reason to believe its a spark issue...my battery is in the trunk...maybe that is an issue...maybe I need a 2 farad capacitor in the engine bay...

I wonder if its got weak spark when cranking due to the long wires...hmmm...food for thought...

Chris

 

The long wire fromt he trunk shoudl not be an issue as long as its 4ga or above. ALOT of people run the rear mounted battery with no issues at all. Even in high power turbo V8 applications. I wouldnt bank on this being the issue.

 

probably not---i was think about the volume of ethanol being injected at crank--wondered if that was or even could be a thing to think about.
The big intake shouldn't be a problem either--we guys with the pettit kit have that much air space when you count the a/w intercooler etc.
Just time to go down the check list?

This sure is a cool set up. Like the attention/thoughts about addressing the exhaust port.

Chris --some of us in the Ga Rx9 club ---with literally, combined, over 10,000 track miles in the 8--have made a switch to diesel oil--like valvoline blue 15/40. One member has job responsibilities for maintaining approx 100 engines throughout his company. These engines almost run constantly. They do a lot of oil studies. After a good bit of oil analysis it was easily seen that the deisal oil was the best--by a good margin. It is cat friendly, low ash(lower than synthetic) high particle suspension properties and holds its viscosity 50% better than automotive motor oil. Runs much cleaner--he has pics of the engines teardowns. His research shows that the detergents present in this oil is not harmful to an automotive engine. And--this just makes sense.
You may want to look into this.
Heck even Rick Ingram speaks highly of diesel oil in a rotary engine.
olddragger

 

I'm loving this thread...
I was loosing faith in the renesis platform, but this could change my mind for sure.

 

Subscribing.

 

The more I look at it, the more I'm convinced this motor is a great candidate for bridgeporting and overlap especially for a full T4 turbo app that uses a larger hotside and compressor. The initial effects that Christian is reporting are right on the money and are exactly like what I've seen with bridgeporting turbocharged Rx7's over the past 6 years. The only question I have is the side-port exhaust ports on this motor. While I can see their benefits on the side housings, I'm curious as to when they'll be a restriction.

B

 

gota love those 2 90 degree bends...

 

Yep Bryan, you're not the first to bring that up. Funny enough though, it doesn't seem to make a substantial difference them being cut like that. Always keep one thing in mind: reversion. The charge goes forwards and backwards.

B

 

reversion isn't likely with zero overlap

it could be an issue once overlap is introduced, but it would have to overcome boost pressure to occur in a FI setup

 

My thoughts exactly...by the time the exhaust is about to close, exhaust is mostly out of there and boost is already built on the inlet side....the catch is that the exhaust manifold and therefore the exhaust sleeves are at about 25% higher pressure than what you are running on the inlet side for boost due to losses etc...the hotside has to build 10psi of exhaust pressure on the turbine before you get 7psi on the compressor side...I know this but am unsure of how it will play out.

So far so good though...

Chris

 

So supercharge it?

LOL

 

I wasn't complaining...just stating the facts....

Like I said so far so very good!!!

Chris

 

Chris,
I am sure I speak for everyone on this:
"hurry up with the dyno results."

 

I'm willing to bet we don't see over 230 rwhp. That's what Mazdatrix got with a peripheral intake/side exhaust port Renesis they custom built. Incidentally that's also basically what Speedsource could get on a stock port Renesis.

 

Possibly with and without your intake manifold
This to give a more accurate idea of what a common user could get out of your kit + bridgeport.

@rotarygod: don't you believe that a p-port could need a bit more header study to go past the 230 whp mark? I wonder at what point the exhaust port become a restriction with intake side porting\bridging

Giorgio

 

Mazda claims the side exhaust ports allow 30% more volume over peripheral exhaust.

 

Since anything that Speedsource tried, from bolt ons to every porting style they could think of, and Mazdatrix couldn't top about 230 at the wheels, I'd say that's a pretty good indicator of their potential.

The Renesis exhaust ports do have more volume than the 13B exhaust ports. However they are also not opened as long. Volume and flow are also not the same thing.

 

Speedsource uses a Dynotorque chassis dyno. Since you keep throwing this number out lately maybe you can share how it's output figures correlate with Mustang, Dynojet, etc.?

and it's the Renesis exhaust port area that's 2x over the 13B, not volume. There are two side ports as compared to a single P port, though the siamese aspect of the inside ports clouds the issue some. They don't open until later in the exhaust timing than a P-port allowing for a longer exhaust expansion work cycle.

.

 

Did speedsource try to bridgeport a renny? i didn't know this.
I don't know much about our engine potential since many manufacturers keep thinking in terms of a conventional 13b while many things differ from the older models. At least, since you say that anything won't do much what kind of porting\type of engine modification would give a better power curve? Like let's say Charles' porting or a bridgeport?
Just trying to figure out

With a turbo installed i think that something may differ. The higher air volume that the engine can ingest must be expelled. When do the exhaust portsbecome a restriction? It's like when you ingest too much air but can't fart. You end up with a terrible stomach ache. And an engine with a stomach ache means a big kaboom imho.

Giorgio