Turbo Efficiency Range for RX-8
02-28-2009, 04:16 PM
#278
Turbocharger Guru
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
02-28-2009, 04:49 PM
#279
Metatron
iTrader: (1)
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
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
03-01-2009, 08:06 PM
#280
Turbocharger Guru
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
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.
07-16-2009, 10:16 PM
#281
turbo
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
Compressor: 60mm inducer / 77mm exducer : 60trim : .70ar compressor inlet: 102mm
turbine: 56mm exducer / 65mm inducer: 75trim turbonetic style STGIII .70 ar
Thanks
07-24-2009, 07:07 AM
#284
I divide by zero
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07-24-2009, 01:57 PM
#286
Originally Posted by arghx
The Greddy 18G has a 16 cm^2 hotside.
07-24-2009, 04:59 PM
#287
I divide by zero
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01-03-2012, 12:34 PM
#288
So we want a turbo that will boost to 7 PSI at 1500 RPM's and Hold 16 PSI at Redline Efficiently.
So
7 lb/min @ 1500 = PR of 1.5
50 lb/min @ 9000 = PR of 2
Now go find this magical turbo that will be efficient in this range......
Or more realistically - go find the one that is the best fit.
So
7 lb/min @ 1500 = PR of 1.5
50 lb/min @ 9000 = PR of 2
Now go find this magical turbo that will be efficient in this range......
Or more realistically - go find the one that is the best fit.
bump for the Garrett GTX turbos that since came out ( I was bored, lol)
01-03-2012, 03:17 PM
#290
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
01-03-2012, 04:50 PM
#292
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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
shooting for similar figures (400rwhp) once I'm back in the game...
01-03-2012, 04:58 PM
#293
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
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01-03-2012, 05:53 PM
#294
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.
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.
Last edited by TeamRX8; 01-03-2012 at 07:11 PM.
01-03-2012, 06:06 PM
#295
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
.
http://7parts.com/jeffkiesel.html
There are several writeups about his dominating wins on the Garrett website
.
Last edited by TeamRX8; 01-03-2012 at 06:29 PM.
01-03-2012, 06:33 PM
#296
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 0.78 turbine housing has a lot to do with the response too, but also contributes to it falling off up top.
.
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 .
Last edited by Brettus; 01-03-2012 at 06:41 PM.
01-03-2012, 07:08 PM
#297
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
.
edit: it was a 0.70 A/R exhaust housing, my bad typo
.
Last edited by TeamRX8; 01-03-2012 at 07:14 PM.
01-04-2012, 12:54 AM
#298
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.
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.
01-04-2012, 02:45 AM
#299
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 ...
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 ...
01-04-2012, 08:27 AM
#300
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.
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.