Tim, do you have and pictures of the battery relocation box you spoke about?

 

I will take some and post them as soon as I can.




Tim

 

that is one hell of a peaky powercurve - I'm willin to bet with a ball bearing / smaller turbo you could get a MUCH nicer powercurve at the sacrifice of some peak power.

my GReddy torque curve is absolutely flat from start to finish - that's the way I like my cars to behave.

 

I am very interested in getting this kit asap. i just still have a few questions. One thing i was wandering is why this kit and the ssr-engineering kit look so much a like. of all the components the only difference i see is the ssr states it comes with a emanage and it states it comes with a fuel pump but the turbo, bov, wg, fmic, piping, air filter, and all the acc. and hardware are exactly the same

and also turbokits.com sells a turbo kit for the RX-8 listed as the "SSR" kit but the picture they are using is the exact same as the picture on your site

 

SSR/SFR is basically the same kit.

 

then why is there a $1000 difference

and is the sfr having the tsi ems rather than the greddy emanage worth the extra 1k

 

If you want it pretuned and ready to go right of the box then it might be worth the extra money.

 

SSR resells these kits.However they have not spent the time or money that we have on dyno tuning the TSI ECU.So...........if you buy it with an Emanage, you will be spending a good amount of time and money to get it tuned correctly and we cannot guarantee the same results that we have seen with the TSI ECU.

 

Id be more towerds buying it and using an interceptor, I mean, Hybrid got 310 whp using the greddy turbo, I imagine you could probably achieve a good amount higher with this bigger turbo.

 

The TSI is very similiar to the interceptor.It controls the ignition and injectors directly without tricking the ECU.Our tune is as good as it is gonna get while being safe and conservative.We only ran 9psi too.The Greddy car is running 13 psi which will probably not last too long even if the tune is perfect.13psi is alot of boost on a high compression rotary.Now if we run 13 psi,look out 400WHP.But again,the motor wont last long at those boost levels.



Tim

 

Does your ecu have the ability to hold more than one map and be able to switch between them? If so, why not have an insanely high power (like 13psi) and a normal everyday tune to keep the motor in one piece?

 

If it uses a map sensor like the interceptor does, you don't need to hold different maps for different boost levels. You can change the boost without altering the map, as long as you don't exceed the limits of your tuning.

Also, that is not an accurate statement saying the Renesis will not last as long at 13psi as at 9psi. The Greddy mass flow at 13psi is less than your turbo at 9psi. Inidicated by the power levels. In this particular instance, what matters is cylinder pressure. That is determined by the torque. I suspect that your turbo is outputing more torque, and hence really the motor will last less time with yours.

 

Actually, it is a correct statement.There is one factor that you did not take into consideration....... temperature! At the same boost level, the charge air of the big T4 turbo we are using is going to be alot less then that of a smaller T3 turbo.Somewhere along the lines of 100F! Now add to that the extra 4 psi of boost that the Greddy turbo needs to make 16 less horsepower then we did and the charge air temp is skyrocketing.Somewhere in the enighborhood of 150F higher then the charge air temp from our turbo. So your motor will not last as long at these boost levels as it would at lower boost levels becasause the charge air temp is much greater.




Tim

 

High charge temperatures are more likely to cause detonation, but they do not contribute significantly to Mean cylinder pressure. MEP is found from MEP=F/A, and Force=torque/D. Clearly cylinder pressure is a function directly related to torque. Any good automotive book will tell you engine wear is related to thermal stress, cylinder pressure, and intertial loads. Cylinder pressure being the operative term here.

Thermal stress can be raised due to high intake temps, but not significantly, especially if you're running proper AFR and timing. I say this because intake air temps are virtually negligible when compared to combustion temperatures. The effect of intake temps on combustion temps is minimal, and is far more dependent on tuning.

So as long as you can avoid detonation, running the higher psi of the Greddy kit will still cause less wear than running 9psi at your kit, since you are making more torque. Nothing wrong with that, just if you want more power, you gotta put more wear and tear on your motor.

 

With increased charge temps comes increased thermal loads which has a direct impact on coolant temperatures as well as oil temperatures.So now we are talking about higher charge air temps,increased coolant temps and increased oil temps. Increased oil temperature should be a concern for any rotary owner.Once the the temps climb to high........oil breaks down and looses viscosity which means increased wear on the internals. From this standpoint, I think my statement still holds some merit about the engines lifespan.

 

Tim,

Do you guys sell this kit with a Ball bearing turbo? If so, what is the price difference?

Thanks,

Shane

 

According to their website $600.

http://www.speedforceracing.com/prod...x8turbokit.php

 

will the pre tune work with r flash or does it not matter because its a stane alone. im new to turbo but i plan a turbo kit soon

 

It is $450 more.We lowered the price

 

The TSI will take control of fuel and timing so the r-flash is basically useless.

 

What type fuel does the initial tuning come with? How much is your dyno tuning to get the most out of this kit?

 

More torque doesn't necessarily mean more cylinder pressure. In this particular case cylinder pressure might be the same but the Greddy set up suffers from very high backpressure (= torque reduction).

 

Cylinder pressure can be changed with tuning, octane, boost, rpm, etc, etc, etc... There's alot to it.

 

Actually I was refering to the correlation between torque and cylinderpressure and not the correlation between cylinderpressure and cylinderpressure.

 

All of those will change cylinder pressure, but they also will change the torque. Cylinder pressure is directly related to flywheel torque. No question about it. If one goes up, the other will go up.

Here's the formula relating them:

bmep = 2 x Pi x Torque / (Swept Volume)