I bought the BHR flywheel second hand, and it's been about a year now with it on. I changed the clutch out with the "stock" Exedy stage 1 so clutch resistance feels the same to me. You just have to slip it on the engagement point and it'll be a smooth ride. I will say the steeper the incline you stop on, the more you'll have to slip it to get it going. I'm NA, and it does yield some noticeable acceleration difference, especially in 2nd gear. With a turbo, I suppose it might indirectly help build spool faster in relation to time.

I agree ... and have already conceded as much: I'd much prefer to *design forward* w/ the aid of a comp. map. However, in this case ...as is sometimes advantageous in life ...we make decisions and proceed with less than ideal information. The inability to precisely predict an outcome ...doesn't guarantee a bad one. Often other factors in play.

For the life of me I don't understand why Precision doesn't distribute maps :suspect:, and while a poor marketing decision...it doesn't negate that their product c/b a good "value". I have had no issue w/my 6266, and am well aware that others Mfgs provide more bells & whistles ...for a premium.

Negative.

"0 to 100", Appreciate your response, but yeah as Team suggestions ...I'm thinking any add'l acceleration will likely be imperceptible w/ a turbo.

I used to run a lightweight flywheel on my old Greddy setup. What I noticed was I would spin the tyres in 2nd gear .............a lot. At the time I thought it was the LWFW but later realised it was just that back then I ran cheap tyres. So .............just another argument for gaining hard data for any mod. that's done vs the ole butt dyno.

:yelrotflm. Truth.

OE is ~16.8 lbs (per Racing Beat) but that includes an integral CW. The auto-trans CW that an aftermarket flywheel requires is 3.6 lbs.

So all you’ll get for mass reduction is 13.2 lbs - X.X lbs of the aftermarket flywheel. It’s just not that much mass compared to OE flywheels that weigh 30+ lbs. The OE flywheel is lighter than some FC/FD RX7 aftermarket flywheels w/CW even. The lightest standard clutch RX8 flywheel that I’m aware of is the Racing Beat aluminum at 8 lbs. So you’ll only drop around 5 lbs and that’s practically nothing against turbo output not likely to rev much to or past 8000 rpm.

EDIT: Well, still coming up to speed on interpreting compressor maps... so l'll keep this simple. Some trends appear evident when comparing the below three compressor maps:

- TD05H 18G: ~ 3000 full spool / 120k compressor speed / potential ~ 300 wHP
- GTX3582 / PT6266 comparable: full spool ~ 4200-4300 rpm / ~90k compressor speed, potential ~500+ wHP
- GTX3576 / PT5862 comparable: estimated spool ~ 3700 rpm / ~105k compressor speed, potential ~400+ wHP
.
we shall see...
https://cimg5.ibsrv.net/gimg/www.rx8...4c4d34d6e4.png
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https://cimg3.ibsrv.net/gimg/www.rx8...df3a4716e3.png
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https://cimg2.ibsrv.net/gimg/www.rx8...4519bfb5bd.png
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not sure whether to 😢 or :icon_no2: …

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Lol, interesting ...just trying to learn and share as I go/grow, and to that point ...have learned a good deal studying the maps ...regardless how accurate the projection. :yesnod:

So, do you think this not worth the exercise given the use of "comparable" maps..., or that incorrect assessments h/b made? :dunno:

both, would prefer to see someone choose a more certain outcome over compounding assumption upon assumption:




https://cimg9.ibsrv.net/gimg/www.rx8...70c344f64.jpeg



but what God closes, no man can open … 🤨

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Well, I definitely agree the G25-660 and G30-660 turbos are better, i.e. near perfect in all respects, for the Renesis, and what I w/h chosen had I wanted to spend the add'l $$.

We shall see how the PT5862 performs.

Have been busy..., but managed to make some progress...
- Exhaust manifold prep'd and installed.
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https://cimg7.ibsrv.net/gimg/www.rx8...a0e4d6bdbf.jpg

Well, it's been stop & go. Had an ornery oil injector snap on insertion. Got it installed after ~a week delay awaiting delivery of it's replacement.

Started to install the oil injector vacuum manifold, and ...one of the small nipples snapped. Evil. Simply evil.

Gotta love it... the joys of working on a car more than a decade and a half old. But she's still so much fun. :yesnod:

So, ... new little vacuum manifold on order. More patience. More golf.... :)

EDIT: Much preferred this vacuum manifold break now ...than to have had a nipple break unknowingly ...buried under the UIM ...during normal operation.

https://cimg1.ibsrv.net/gimg/www.rx8...a88e3dcbb9.jpg
Ornery oil injector
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https://cimg9.ibsrv.net/gimg/www.rx8...037139fedc.jpg
New oil injector received and all injectors installed.
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https://cimg2.ibsrv.net/gimg/www.rx8...b9b5bed042.jpg
Evil oil injector vacuum manifold
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Progress slow w/ current work load..., but steady. Installed:

- Oil injector vacuum manifold & hose assembly
- Primary, secondary & auxiliary fuel injectors
- Main harness
- LIM

https://cimg7.ibsrv.net/gimg/www.rx8...169ea28452.jpg
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https://cimg6.ibsrv.net/gimg/www.rx8...2f1fe46be1.jpg
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https://cimg5.ibsrv.net/gimg/www.rx8...3a881149ba.jpg

Update:

- First trial fit & course clocking of the new turbo.
- oil filler & reservoir
- UIM (lower section)
- alternator
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https://cimg8.ibsrv.net/gimg/www.rx8...48e541241e.jpg
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https://cimg9.ibsrv.net/gimg/www.rx8...151e274ad3.jpg
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https://cimg0.ibsrv.net/gimg/www.rx8...89721ce399.jpg
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Update:

Made good progress on the reinstall today:
- installed the turbo oil feed & drain
- Finished turbo clocking and mounting for reinstall
- Installed oil filter pedestal and cooler line
- installed engine in bay (rarely easy ...smh)

Next up:
- dressing the engine bay
- reinstalling the down pipe & WG
- noodling ideas to transition from my 8" back to my 12" IC, ... mounting it high enough to allow adequate ambient airflow underneath to the rad, w/out completely frankensteining my crash bar.

https://cimg0.ibsrv.net/gimg/www.rx8...66e9e07325.jpg
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https://cimg1.ibsrv.net/gimg/www.rx8...1b88f8cfcc.jpg
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https://cimg2.ibsrv.net/gimg/www.rx8...65f04b2297.jpg
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https://cimg3.ibsrv.net/gimg/www.rx8...8e9fa4ea47.jpg
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https://cimg4.ibsrv.net/gimg/www.rx8...a6353b0c11.jpg
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I've run a few different IC configurations hoping to find an optimial balance between IAT and ECT performance.
- 1st config: 12", FMIC config (w/ 13 cooling rows open to ambient flow)
- 2nd config: 12", reverse v-mount config w/ splitter (w/ 17 cooling rows open to ambient flow, but laid flat)
- 3rd config: 8, FMIC config ( w/ 12 cooling rows open to ambient flow)

New / current config: 12", FMIC config (w/ 17 cooling rows open to ambient flow).

The IC w/b mounted as high as possible to allow as much air flow underneath the IC directly to the rad as possible. I anticipate good IATs, but ECTs w/ this config are TBD.

Intercooler config evolution:
1st config.
https://cimg4.ibsrv.net/gimg/www.rx8...db182f6eaf.jpg
12" (w/ 13 cooling rows open to ambient flow)
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2nd config
https://cimg4.ibsrv.net/gimg/www.rx8...6a6a631640.jpg
12" (w/ 17 cooling rows horizontal to ambient flow, in reverse v-mount config w/ splitter)
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3rd config.
https://cimg2.ibsrv.net/gimg/www.rx8...ecc41dead.jpeg8" ( w/ 12 cooling rows open to ambient flow)
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New / Current config.
https://cimg3.ibsrv.net/gimg/www.rx8...dc5e2019f8.jpg
12" IC, (w/ 17 cooling rows directly open to ambient flow.)
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Nice work showing all those Curtis. Care to show some numbers and comments about success or otherwise of each iteration?
I've gone through a similar learning curve leading to my latest setup.

Sure thing. I'll pull together some data & observations on each.

Progress update:
Continued steady progress, but discovered an issue as well.

Installed:
- Down pipe
- WG (w/ 1.5# initial break-in spring)
- AC Compressor
- Plugs, Ignition coils & harness
- Successfully pressure tested the fuel injectors and rails :icon_tup:

However, when inspecting couplers I discovered an issue I need to resolve with my passenger motor mount bracket. This is not "new" ... I just didn't deal with it, :pat:, , when first discovered back in 2018.

Edit: The bracket is at the machine shop. The horizontal is being lowered 0.5" on the vertical to create clearance for the comp. inlet coupler. I'll shim the driver side motor mount an equal amount to keep things leveled off, if req'd.
v
v
Current Status of bay...
https://cimg7.ibsrv.net/gimg/www.rx8...ce0b461dfd.jpg
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Passenger Motor Mount bracket issue: does not provide enough clearance for comp. inlet coupler.
https://cimg7.ibsrv.net/gimg/www.rx8...f729e63f34.png
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Pic w/ pinched coupler from 2018 when first noticed
https://cimg8.ibsrv.net/gimg/www.rx8...ce783e6a6e.jpg
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...resultant coupler today.
https://cimg9.ibsrv.net/gimg/www.rx8...d3bb148a2e.jpg

Like I keep posting; the solution is to get rid of it, but I’ll save it for another day.
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"it" ???

the factory engine mount and bracket.
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OEM mount, w/ custom RX8P bracket on the passenger side, which s/b fine after a minor clearance adjustment. Complete OEM on driver side.

I can assure you that it’s not me who isn’t seeing it for what it is, but saved for another day.

All I mean by that is it’s still based on the OE type design and I’m well familiar with what you have. It likely won’t click until observed with a fleshly eye …
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Picked the bracket up from the shop this AM. A course fit is shown below ...and I believe mission accomplished. It's not bolted, and therefore not square as shown ...and will provide a bit more clearance when bolted up. :icon_tup:


https://cimg2.ibsrv.net/gimg/www.rx8...c9cbb9d39e.png
Pre... .
https://cimg3.ibsrv.net/gimg/www.rx8...e0301072de.jpg
Post... .

Couple observations about the the different IC configurations I detailed a couple posts above.

When reviewing the data I saw a range of IAT & ECT temps for each IC config ...at the same ambient temps, which highlighted that other factors in addition to my set-ups were contributing to measured IAT and ECTs, e.g. cruising speed prior to log, heat soak, etc. In hind sight in order to get accurate temp data a consistent test protocol would need to have been used, which I did not. So, using the data at hand... I focused on IAT & ECTs for each config. w/ ambient temps in the high 80s -90*F.

The front mounted 12" IC (13/17 rows open to air) not surprisingly yielded the lowest IATs, albeit at the expense of the poorest performance of ECTs d/t the extent to which it blocks airflow to the rad. When the 12" IC was laid flat (17/17 rows open to, but perpendicular to airflow, I.e. in v-mount config, ECTs are very good, but IATs suffer. The front mounted 8" IC (12/12 rows open to direct airflow) generated good IATS, nearly as good as the 12" front mounted, AND good ECTs as well.

Reviewing this ...has caused me to rethink attempting to shoehorn in the 12", which will likely always sufficiently obstruct airflow to the rad prohibiting good ECTs. Instead I will focus on re-mounting my 8" treadstone IC as high a possible, which I believe will achieve the best balance: good IATs and even improved ECT performance.

https://cimg1.ibsrv.net/gimg/www.rx8...bef4cc634b.png

there’s nothing wrong with 190*F coolant temp, I’d take the lower IAT over that ECT difference

Now my turn to give invaluable info:D:;
Holding down the Alt key while typing 0176 on the numeric keypad produces °.

unless it’s an iPwn, did learn something new though so thanks

https://www.iphonelife.com/content/h...-symbol-iphone

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Another day of good progress:

- Installed the rad & fans
- Fitted the IC in a higher mounting position (mock up shown below. Fnl w/b raised ~1/2" to minimize top gap)
- prep'd the oil pan for reinstall
- and a few other minor items, e.g. sensors & vac. hoses, etc.

https://cimg2.ibsrv.net/gimg/www.rx8...f62f27147b.jpg
IC install mock-up. Final position will seal the upper gap
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https://cimg4.ibsrv.net/gimg/www.rx8...5f9f098267.jpg
Modified motor mount bracket mounted.
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https://cimg3.ibsrv.net/gimg/www.rx8...f1252109e5.jpg
Current state of bay...

Today's update:
- IC final mounting
- UIM
- Throttle body
- Oil filter reloc.
- WG control lines

Awaiting new compressor inlet coupler to complete install.

https://cimg4.ibsrv.net/gimg/www.rx8...0f541a70e9.jpg
IC installed ...high
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https://cimg5.ibsrv.net/gimg/www.rx8...8c5ee502e8.jpg
IC mount custom brackets...
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https://cimg6.ibsrv.net/gimg/www.rx8...9482b9c493.jpg
Current state of bay...UIM, throttle body, oil filter reloc unit, etc.

Team, Agreed there's nothing wrong w/ "a" 190° F ECT per se (AAaF, ° :icon_tup:), but that's not the point. Sound arguments c/b made for the importance of both IAT & ECT. So, my goal is to optimize both, i.e. to design as efficient and robust systems as possible for both ECT AND IAT ...given the inevitable interaction between them d/t limited frontal real estate and airflow sharing.

Since I did not have data to evaluate at extreme conditions: rpm, load, duration, heat soak, etc.; I'm assessing performance at moderate conditions ..., w/ an eye to extrapolating that to more extreme conditions. From that perspective the 12" IC 190°F ECT is undesirable relatively speaking... given the improved ECT performance and negligible IAT performance decline in comparison of the 8" IC config.

That 10°F coolant difference won’t matter, but several degrees IAT can be the difference between a detonation event or not. It’s obviously your call though. Plus a more efficient turbo would have much more impact, so it’s just quibbling over minutia at this point.

:suspect: Depends ...true at 190°F, not so much at 225°F.

True :icon_tup:

Seal damage (ECT) vs. detonation (IAT) mitigation ...must be "both, and"; not "either, or".

In addition to reinstalling a few run of the mill items ...I fabricated a duct for my IC hoping to milk my 8" IC for all it's worth. :D:
- IC duct
- turbo oil drain
- Intake section ...to compressor inlet
- Coolant hoses (rad. inlet / outlet, and all terminating at coolant thermostat manifold)


https://cimg6.ibsrv.net/gimg/www.rx8...248f75d95b.jpg
IC ducting
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https://cimg5.ibsrv.net/gimg/www.rx8...51117b35d0.jpg
IC ducting
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https://cimg4.ibsrv.net/gimg/www.rx8...16a3caf66b.jpg
State of bay...
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https://cimg8.ibsrv.net/gimg/www.rx8...78371ea030.jpg
Compressor inlet

Still need to install the aesthetic items, e.g. bumper & undertray; but ...she lives.

Started at first turn-over, ... no CELs. Had a small oil leak at the line to the oil cooler. Tightening the banjo bolt seems to have resolved it.

Will finish install tomorrow and go for first drive.


https://cimg6.ibsrv.net/gimg/www.rx8...d052347024.jpg
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https://cimg8.ibsrv.net/gimg/www.rx8...b247bd5711.jpg
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Completed install, modified the undertray and bumper to accommodate the new IC mounting position. She starts with no hesitation, idles smoothly, but has a smallish oil leak ...at the oil pan it appears, and a misfire on cylinder 1 when driving even at low load.

Tired ...of working on this car. So, leaving diagnosis and resolution of the misfire for another day, and will address the oil leak at first oil change at ~60 -100 mi. Plugs are new, and all leads tested at ~3k ohm / ft; so I suspect a coil.

Disappointed I didn't get the chance to evaluate IC and rad performance today.

https://cimg4.ibsrv.net/gimg/www.rx8...45445ea8df.jpg
IC and rad ducting .
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https://cimg3.ibsrv.net/gimg/www.rx8...f3920e52e5.jpg
Front bumper fitted .
https://cimg5.ibsrv.net/gimg/www.rx8...0e59b3086c.jpg
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https://cimg5.ibsrv.net/gimg/www.rx8...d9fcfd50d4.jpg
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Woke up this morning, my birthday, and started perusing an old forum thread on P0301 misfire code, and was immediately struck by a comment:
- Dannobre: "Did you reset the ESS ?...."
- Me: I thought to..., but did you? No, I didn't.

Pulled myself together before Worship (Church), reset the ESS, i.e. 20 break stomp w/in 8 secs; then took her for a morning spin.

Voila' ...resolved the misfires. Purring like a big cat ..., completely clean dash...; except for the TPS icon, which I refuse to pay to repair that useless bit of technology. Thanks again forum. Thanks Dannobre. :icon_tup:

So, the vitals. In 74°F ambient w/ a slight drizzle:
- IAT: ~82°F
- ECT: ~163°F

Looking forward to evaluating performance in hotter temps.

EDIT: 2nd drive later in the day at 80°F ambient:
- IAT: ~86°F
- ECT: ~163°F
- Oil T.: 175°F
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https://cimg5.ibsrv.net/gimg/www.rx8...5ad3bd95ce.jpg
Current dash
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https://cimg2.ibsrv.net/gimg/www.rx8...53d63917c7.jpg
1. Vac/pressure 2. Coolant Temp 3. IAT
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https://cimg7.ibsrv.net/gimg/www.rx8...5f96371a72.jpg
OBDII ECT

Look good . Engine temp seems too cold though. Are you running aftermarket thermostat ?

Thanks. Yes, I run the Mishimoto Racing t-stat which has a rated opening temp of 170°F. Evidently, it's cracking low 160s, and is "fully" open at 170.

EDIT: Mid-summer last year temps were ~ 180°F while moving, and raised to ~190 - 200°F at lights w/ the same Mishimoto t-stat.

So, I need to assess ECT performance in our typical 90+°F summer temps w/ the new IC position and ducting. I may need to swap in a standard t-stat in cooler months.

Eh, block (partially) the radiator when it's cold(er) out. I do that on the RX-8 and an old Insight. Helps a lot so long as I don't forget when it gets warm. I have warnings set well below "hot" to remind me if I do.

I have lower threshold oil t-stats installed as well, and already do that w/ the oil coolers. So yeah, good idea to do the same w/ the rad., and easier than swapping t-stats. :icon_tup:

any time you mess with either the ESS, crank pulley, or ignition system the ESS profile should be reset.

which was all three for an engine swap/change.

Right on. :icon_tup: As I say ...it slipped my mind..., but I didn't realize a symptom w/b misfires.

Well, I was prepared to remove and reinstall my oil pan, but decided at my first oil change to retighten the bolts all round. So, I drained the oil, removed the four set screws to access the four hidden bolts (see pic below), and re-tightened them all round. So, far so good: the leak is diminished to ~ a teaspoon per night. I can live with that.

In 92°F ambient temp performance is:
- ECT: 180°F (~195°F in "stop & go" or when stopped at lights)
- Oil T: 180°F (~190°F in "stop & go" or when stopped at lights)
- IAT: ~100-105°F (haven't been pushing it really hard ...yet)

Increased the WG spring to 4.5#, started using the EBC; and have hit 7# boost. So far really pleased w/ how smooth the boost comes on w/ the 5862.

So, will continue to tune her up to ~ 13#, and have an aesthetic idea or two...

https://cimg0.ibsrv.net/gimg/www.rx8...0850283ba6.jpg

For the oil pan installation did you use a gasket or a flange sealant compound?

I used Permatex Gray.

​​​​​​​See my below experience last year w/the Pineapple pre-formed gasket.

Great job on the ducting, looks like a good strategy. Simply lower the intercooler a few inches in the winter for best IATs.

Thanks, Stroker. Did you mean...lower the IC for best ECTs in the winter? If so, that's an option, but fitting a sheet of plastic or aluminum to cover a portion of the rad. seems easier.