It will be my daily driver until I get the RX8 back on the road, then I'll be splitting the driving on both. Then in a couple more years, about 5 or so. I'll be splitting the driving between the 88 RX7, the 93 RX7, and the 04 RX8. So I'll have 3 drivers, all streetable. :D

C.J.

 

Speaking of the 3rd gen. I spotted one outside the video store the other day. Mint condition. Nobody can just walk past the 3rd gen without just getting a jaw drop. Even an 50 year old guy with his wife stopped to look at the car. "What kind of car is that?", "Oh, that's an rx7 dear." Beautiful car. Almost brings a tear to my eye. 12 years old and still looks awsome.

 

the FD i was lookin at before CJs was absolutly mint but the guy fucked me over

 

I agree. People repeatedly keep talking about using the rotors from the REW in the Renesis as if just because they are rotors they are interchangable. Not only the seal material, but shape and design are significantly different. There is also the addition of a new seal that hasn't existed on any other rotary engine. Do you think that it's not important to have it? Really think about it... this engine has NO peripheral ports and no overlap! REW rotors are compatible? I don't see it, but if it can be done I'd like to know the details. The Renesis rotors are some of the lightest made yet... there isn't much material left to grind down to reduce the compression. RB has made lightened "race rotors"... which aren't cheap! Even they said there wasn't much weight that could be reduced.

On another note... is lower compression REALLY necessary at 600+ hp levels? Easier to tune I can understand, but is it necessary? A search will turn up many conversations on this by RG and others saying that there isn't anything wrong with higher compression (at least at the 300-400whp range).

 

Small update folks. Talked to Ray on the phone today. He wasn't able to get too much done this week as he's working on about 8 projects at the moment, besides my 2 FD's and my RX8 right now. I'm selling one FD. As far as the update goes, he ordered the new Factory RX7 tranny that will be in the car. He also ordered a 6 puck clutch, and a 9 lbs light weight flywheel. So that's all for now, sorry I can't update more info, but like I said, Ray's a little backed up right now. I'll post any other news I find out tomorrow.

C.J.

 

What's up people? Well the big DAY is coming. This tuesday I'm going to pick up my new 1993 TT Comeptition Yellow Mica RX7, I'm so excited that I can hardly sleep lately. Also I ordered my racing seats, which weren't cheap. I ordered a pair of Recaro Tomcat seats, which were limited to a run off of 75 seats. You can find a couple of pics under a google image search. Very beautiful seats, plus it's a bucket AND reclinable. I also believe that fabrication is going to begin on the turbo system for the RX8, I'll have to let you know tuesday and or thursday of what's new. Well time to go back to work, sucks working sundays.

C.J.

 

post a pic of the yellow 7.... id love to see it....

 

Well I called PFSupercars and my car won't be ready until Thursday. Ray was building a new motor for my RX7. It's street ported, upgraded Stage 3 B&R twin turbos, upgraded intercool, upgraded brakes, radiator, power FC, boost controller, short throw shifter, light weight flywheel, and an upgraded clutch. Anyways I'll make sure that I get pictures up ASAP. Oh, finally fabrication is going to start this thursday or friday on the turbo system for the RX8. I shall let you know who it's going to go.

C.J.

 

Lower compression in high hp FI applications is essential. It may not be necessary in this case, but in general more power is made by lowering the compression ratio and turning up the boost.

 

Okay, so I have a small but very exciting update. So the fabrication of the turbo started Wednesday. A little information, the guy building the turbo kit, along with Ray, is a guy named Kenny. He used to work for Peter Farell back in the early days, and now he develops turbos kits for cars such as Porsche, Lamborgini, and some other top end cars. Kenny has over 25 years of experience building turbo kits. Also I think we may have found a turbo we are going to use, but I'm going to hold off on revealing the turbo choice until after the build is done. This way it doesn't give any edge to the competition out there, hopefully everybody can just be paitent. Of course when I find out anymore information, I'll update the page. Oh, on a final note, the car with the new tranny MAY hit the dyno in possibly 3 weeks. So I'll be talking to ya'll later on, take care everybody.

C.J.

 

As far as interchangeability of rotors with Renesis and 13B's, it can be done. Sort of. You can use Renesis rotors and seals in the 13B. The key is to be careful with the size of the exhaust ports on the 13B if you enlarge them. If they get too big the seals will flex when crossing them and break. It may be wise to deepen the apex seal grooves and use 13B apex seals. The Renesis rotors do not need to use the cutoff seal on the rotor if used in a 13B. Obviously if you use the Renesis rotors in the 13b, you also need the counterweights as well. The Renesis rotors have actually not proven themselves any more powerful than the high compression 13B rotors though as the side seal clearances allow substantial blowby compared to the 13B clearances.

The 13B rotors can not be used in a Renesis. It only works one way. First off the 13B rotors do not have a cutoff seal on the rotor faces. This means you will actually have a small amount of port overlap. This isn't the problem though. The problem is with the side seals. The Renesis side seals are wedge shaped and thicker. It is this wedge shape that helps remove carbon from the side seal grooves as the rotors turn. This is a good thing. The 13B rotor side seals do not have this wedge shape and will not help remove carbon. This means carbon may build up in the side seal grooves and either stick a seal or worse break one. That would be very bad news as breaking seals in a Renesis makes even more of a mess than breaking them in a 13B. If you could find someone who could do the meticulous and tedious precision work of machining the correct shape wedge groove in a 13B rotor, it would be possible to use them in a Renesis. You would still be absent the cutoff seal though so actual results would still be questionable. I'm not going to be the brave first person to try it.

 

for all that work, I'd prolly just try to find a way to make the current Renesis rotors lower compression with a little material removal, there are issues there also, but I'm sure it could be done.

 

Aren't some of the drag guys using RENESIS rotors? (old issue of rxtuner?) I believe it was the turbo guys that were using them not Padilla or anything, so I mean there must be something about them that would make easier to modify then Turbo II rotors or am I missing something here?

 

This is starting to sound like a modded rx-7 rather than a modded rx-8, the main thing that define the rx-8 is the RENESIS NA. 600+ rwhp RX-8 i sure hope you can make me eat my words...: -)

 

Well I was just excited about my RX7 that's all. Now with the RX8, okay so I found out Kenny's name. It's Kenny Mcneil (I think that's how it spelled), he's building the turbo kit for my car. So far they got the header flange cutout, and they shaved it down to save some weight. I'll try to provide more info next week as much hasn't happend this week. Anyways back to your regularly schedule program.

C.J.

 

Thank you RG! That is exactly what I thought.

 

i'm gonna take a guess on engine management, i say electromotive tech 3 with a interface like they did with the altezza

 

Peripheral Port N/A guys are using them because they're light, and have higher compression ... perfect for non boosted applications.

 

Whoops thought it was the turbo guys, does anyone have a cross section of a RENESIS rotor i'd like to see why you can't do the kinda modification that you can do to this rotor dDub posted earlier.

 

what's so wrong with using Renesis rotors anyway, besides the fact there high compression? Why does everyone think that the renesis rotor is so much worse then the other rotors when it comes to high output motors?

 

The same modifications should be able to be done to the Renesis rotors as were done to that Series 4 TII rotor. The reason CLR chose to use Series 4 rotors is because the lightening process they do makes the Series 4 rotor end up being the same as the Series 5/6 once the process is complete, thus you are able to use the stock counterweights and they make sure it is balanced properly.

Similar things can be done to all rotors out there pretty much.

 

The only reason lots of people talk about switching out the Renesis rotors when going for big turbos and high boost is probably because tuning with the higher compression is more difficult. People like to make it easier on themselves.

 

The Renesis rotors are cast much thinner than the 13B rotors. This has been an ongoing trend with each new generation of engine. This lighter casting leaves less room for any machining and also less material for strength reasons. You can no longer machine away the sides of the Renesis rotors as you can the older ones for lightening reasons as they aren't thick enough. There have been limited occurances with people actually denting 13B rotor faces under extreme pressures with detonation. With a thinner casting, this could be a bigger issue. Those that were dented were taken up to stratospheric levels though and not everyone that does this will dent a rotor. It's all in the tuning.

 

Is there a way to reinforce the inside of the rotor's so if you remove material it can withstand the forces of 500+WHP?

 

If you're going to go though all that trouble don't you think just using a turbo II rotor or the like is just more practical, if your going to reinforce a renesis rotor your going to have to worry about ballancing issues and all sorts of things. Yeah it kinda takes away from being a 600hp "rx-8" but eh its still 600hp....