what happens in vegas stays in vegas, and i guess az and cali are staying in vegas for 3 days..

beers

 

Ah...I know enough of that story to guess what happened. Thanks

 

Have your forgotten about that bearing housing I need? Its been quite a while since you were going to check on it next week.

Bryan

 

Quote, from Bryan........ It has been almost 3 weeks and I haven't heard from ya...

You're waiting for who to get you what, by when?

A turbo part?

Back of the line, buddy!...........and this line starts about a year ago.....

(any day now, I'm gonna start to get........'irritated')

S

 

A year? Holy smokes. I'll just throw away the rest of the turbo parts I have if it takes that long to get it.

 

I've been offered a turbo, sizes are below, just would like to know peoples opinions on it, Please.

Compressor: 60mm inducer / 77mm exducer : 60trim : .70ar compressor inlet: 102mm
turbine: 56mm exducer / 65mm inducer: 75trim turbonetic style STGIII .70 ar

Thanks

 

Way too small on the turbine side.

 

Bump for thread awesomeness . Just re-read this entire thread and it has really edumacated me .
Can't wait to see some decent numbers from J.Cab and GregS who have the 60-1 turbos from BNR .

 

 

/\ and you LOL . Where's your dyno at bro ?

 

yeah so I noticed I said that way back in post #66 . That's wrong. The 16cm^2 turbine housing is in Rx-7 20G and 25G kits. The Rx-8 kit has a 10cm^2 turbine housing according to the installation instructions. It's still bigger than the hotside for the Honda 18G kits.

 

Actually some friends are going next Sat. I dont know if I have the time/energy to get it all buttoned up and tuned by then though.

 

bump for the Garrett GTX turbos that since came out ( I was bored, lol)

 

/\ the 7psi at 1500 is still a dream but yeah both of those will work damn well

 

I don't necessarily agree with those values, just making the point. There isn't enough exhaust energy at 1500 rpm, but you can get closer than you think. This is the dyno from the FD3 v-mount discussion in the GTX3576 thread, Precison turbo that is almost equal to the GTX3071R with only a .78 A/R divided T3 turbine on divided low mount and stock block 13B REW, full 20 psig boost @ 3100 using 110 octane gas

 

Seems quite incredible to get that much boost so early yet still make 360whp . What is the key ? divided housing ?

 

http://www.rx7club.com/showthread.php?t=956766

shooting for similar figures (400rwhp) once I'm back in the game...

 

Precision turbos are only "almost" equal to Garrett products on paper... If i had to pick one of the two for my own car it would be a no brainer.

 

Some of the information in that thread is not correct. Getting 400 hp is no big deal, getting it with the same low end response is not so easy.

You can't even really say that Garrett and Precision are equal on paper since Precision doesn't even provide compressor maps or much of anything else.

I would attribute some of the response to it having a peripheral rather than side port exhaust. I'm thinking the Renesis would lag a bit behind coming up on the boost, but have more flow potential up top. The smallish .70 turbine housing has a lot to do with the response too, but also contributes to it falling off up top.

A lot of the traditional rotary turbo folks poo-poo doing it this way, but I think it shows a lot of untapped potential. They want to ring it out with a bigger turbo and make big numbers, which a rotary can do. However, if you open your mind and study the situation it simply moves the powerband down the scale, greatly improving low end drivability and response (the rotary engines weakness) without all the high rpm wear and tear. Yet it's an absolute rocket ship coming out of turns. IMO the owner; Carter Thompson (former RX8 owner/racer) deserves a lot more credit than he is receiving.

 

Here's another similar situation. This guy had a 3-rotor PP turbo and switched to a 13B REW (with RB aluminum side plates) using a GTX3076 and he has completely redefined the class standard ever since. Again, it's also a rocket ship squirting out of the turns with incredible acceleration. Less front end weight, more low end response, and better overall control at the limit of adhesion.

http://7parts.com/jeffkiesel.html

There are several writeups about his dominating wins on the Garrett website


.

 

0.63 AR turbine is what they said on the thread ...

I agree - I don't think people are really realising what it is that they are seeing with that dyno.

For reference - I compared it to mine ,which is very similar in sizing and as good as anything else I've seen on a renesis for response , but that setup absolutely kills it .

 

Like I said, some of the info in the thread isn't correct. Or maybe he supplied me with the wrong info off the top of his head by mistake. If he wants to come on here and spell it all out then that's his privilege. I don't know what he does and doesn't want to be public knowledge. Maybe I said too much already, lol. I can't even find the specific turbo number/info on the Precision website, so maybe it's a hybrid of some type.

edit: it was a 0.70 A/R exhaust housing, my bad typo

.

 

Divided housing and external wastegate are the keys.
Total turbine flow doesn't matter much anymore when you can have up to 100% total flow in a wastegate-preferred manifold design.
You can almost double total throughput of the turbos discussed above just by shifting the exhaust path to the wastegate.

 

you've come a long way baby

https://www.rx8club.com/series-i-major-horsepower-upgrades-93/building-custom-turbo-rx-8-a-46776/

I still lmao over those early manifolds, more so over the "great fabrication" comments

nothing personal mind you .... my learning curve was pre-intrawebz ...

 

The turbo and wastegate packaging and technology we have now wasn't available in 2004.
Nor were there any turbo systems for the RX-8.

Those of us who can, do.
Those of who cannot, sit behind their computer and tell everyone how they would do it if they could be bothered.