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Team, I hope all is well with you health wise. Take care of yourself. I don't visit nearly as much as I used to but was silently watching this to see where you were headed.
still have the turbo assembly and i-Rotary (Iannetti) apex seals so maybe some day, but I’m more interested in doing an REW conversion before doing a Renesis
Still holding onto the idea for the future. Been improving and fine tuning the design strategy, just not pulled the trigger yet.
However, I have a standard 7163 compressor cover assy., 0.85 AR V-band IWG turbine housing assy. with standard WG actuator and a Turbosmart 2-port mid-pressure WG actuator (all brand new, never used) I can let go of for a good price if you can find a deal on a 7163 super-core assy. without one or both housings. Will split it up, so either way is ok.
Going back to the pipe fittings forced me to lay out a new manifold design. I’m feeling fairly confident about this or perhaps a slight variation of it ...
Wish I had AutoCAD or CADPipe, lol ...
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Is this your latest proposal or is there an update to this ?
That wasn’t finalized at all, just an initial artistic concept. I felt like the pipes were too long, too many bends, too convoluted for a low mount. I didn’t have the turbo in hand yet either and BW doesn’t provide much on dimensions. You might be thinking the central flange location is an issue since most of them are further back? I’m not intending to be limited by the OE engine mount, OMP, coolant t-stat/discharge block, or radiator either for that matter. A lot of these things I’ve posted over the years about what I think is the proper engine bay configuration for a turbo setup.
I also came to realize that the intake could be completely reworked/customized. Without an APV assembly that is way easy and based on my current boost profile assessment an SSV isn’t needed either. That changes everything. An REW type 4-runner LIM can be made tight to the engine. Unfortunately the REW LIM doesn’t line up at all to either the ports or the mounting bolts on a Renesis. So it has to be fabricated.
Another realization was that the IWG wasn’t the right choice for my goal either. So that was a mistake. Not going to say anything else on that now. One thing is sure, it will have smaller space dimensions than your GT3583 assembly. With the intake and those other changes it should easily fit an EFR 8374 IWG with 2” piping per Jesse’s REW build. I’m not anticipating any space issues at all.
Also, my engine builder convinced me to use the 6 port engine and fill/plug the APV cavities. I resisted for a long time thinking the port timing is better on the 4, but finally came around to seeing how that made sense. It will flow better at high boost and has all the right parts.
This is not what’s really on my mind to do next though. Have a non-Renesis engine I want to get going on before this one is realized. I still work on it conceptually though. It’s not canned yet.
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Ok , so if you aren't working within the confines of the standard Rx8 engine bay layout ..... I'll reserve any comment till I see what you actually plan to do.
The confines of the engine bay itself are not being changed and I will be working within them, but how various components are configured within it will be changing. I’m sure that’s what you were intending to say, but I’m just making it clear to anyone else.
I feel most people fail to recognize just how limiting the factory engine mount & bracket are when it comes to turbo system fitment. Been saying forever that has to go. Then when the REW mount came out that proved it, everybody still sticks with having one arm behind their back with the same limitation.
i OE style mount with engine bracket hogging up valuable turbo system real estate.
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. Without it the space gain to work within is substantially improved.
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Which the few other modified Renesis mounts I know of still aren’t addressing it properly.
I’ll give credit to Brettus for getting my creative juices all riled up and boiling over. Got three new ideas giving me goosebumps
1. Engine mount that frees up all that space
2. Low-mount turbo manifold that Brettus asked me to prove out.
3. Intake manifold specifically to take advantage of low rpm boost
This is mostly long term. Engine mount(s) first because I can utilize and prove it out in the current competition class. Then the manifold because I want to get it and the turbo fitted with the newly rebuild engine before finishing the engine out in the NA configuration for the 2021 competition season. Those two things between now and early spring hopefully. The intake is a bit more complicated and it will likely be later part of next year.
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... I’ll give credit to Brettus for getting my creative juices all riled up and boiling over. Got three new ideas giving me goosebumps
1. Engine mount that frees up all that space
2. Low-mount turbo manifold that Brettus asked me to prove out.
3. Intake manifold specifically to take advantage of low rpm boost
This is mostly long term. Engine mount(s) first because I can utilize and prove it out in the current competition class. Then the manifold because I want to get it and the turbo fitted with the newly rebuild engine before finishing the engine out in the NA configuration for the 2021 competition season. Those two things between now and early spring hopefully. The intake is a bit more complicated and it will likely be later part of next year.
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Looking forward to see what you come up with...particularly the manifold and intake designs. All the best.
Making some initial progress on the engine mount solution; have the dimensions and basic layout figured out. Will attach to the subframe and engine without modifying either one. Planning on the prototype to be 304 stainless steel at the subframe with 4130 chromoly from the engine and urethane isolation bushing just to initially prove it out. The current competition class rules require me to do it a bit different than for the turbo setup. Modifying it to the turbo configuration is actually very simple and will reduce material/weight. Stupid rules.
Even though that’s the priority, also made some progress on the manifold too. Don’t want to spoil things things revealing too much too soon, but the majority of the manifold will be in T347 material in a very simplified way likely never seen before. I’m not as far along on that as the engine mount though and it could blow up in my face. We’ll see.
So I have to get someone to help me with CAD drawings next, but anticipate ordering materials, get some laser cutting done, etc. I’d like to think by the end of Oct there might be something to back up all my big doodley talk ...
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Had a productive day getting the rough sketches done for the RH motor mount. As soon as the 3d drawings are completed I can send those out for laser cutting. The other components and materials I can go ahead and order. Won’t be posting anything up though until the actual mount can be shown.
I feel most people fail to recognize just how limiting the factory engine mount & bracket are when it comes to turbo system fitment. Been saying forever that has to go. Then when the REW mount came out that proved it, everybody still sticks with having one arm behind their back with the same limitation.
i OE style mount with engine bracket hogging up valuable turbo system real estate.
.
. Without it the space gain to work within is substantially improved.
.
.
Which the few other modified Renesis mounts I know of still aren’t addressing it properly.
I’ll give credit to Brettus for getting my creative juices all riled up and boiling over. Got three new ideas giving me goosebumps
1. Engine mount that frees up all that space
2. Low-mount turbo manifold that Brettus asked me to prove out.
3. Intake manifold specifically to take advantage of low rpm boost
This is mostly long term. Engine mount(s) first because I can utilize and prove it out in the current competition class. Then the manifold because I want to get it and the turbo fitted with the newly rebuild engine before finishing the engine out in the NA configuration for the 2021 competition season. Those two things between now and early spring hopefully. The intake is a bit more complicated and it will likely be later part of next year.
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Though I’m likely to abandon this thread and pursue a new 6-port thread instead, over to the left is the far end of a 12”/305mm long ruler with the other end butted up to the engine/flange mounting face (camera positioned square to engine face as well) with the sliding square end positioned at approx. 9.5”/241mm. Looking pretty good to for a G30/35-900 divided 1.06 T4 to fit in there, but still sizing it up some. The smaller sizes are no problem, especially the G25-660 divided 0.92 T4.
wish I had a 1.01 to compare it directly to; seems quite a bit larger on the scroll than the pics of the 1.01 V-band. Which it obviously needs to be bigger, but it seems bigger to me than the 0.05 A/R difference would suggest.
seemed like the best place to post this without polluting somebody else’s thread
somebody over on Rx7Club put a Garrett G25-660 on an FD REW with Haltech ecu and posted up some logs, no info listed on the turbine housing but likely a v-band type, must be pretty zippy
in order to compare it though we need more details, because the dP across his intercooler seems high imo, no info on exhaust manifold or the rest of the exhaust from there, etc.
Agreed . But essentially the two turbos should perform very similarly and so it will be interesting for me to see if I can match or better his results.
