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100% factory stock engine, just balanced & hand blueprinted with new Mazda rotors, rotor housings, and seals, factory intake, PFM exhaust header (nothing fancy), 100 octane E10 unleaded fuel, -11 race plugs, MoTeC ecu tuned on a Super Flow engine dyno, so BHP @ flywheel
100% factory stock engine, just balanced & hand blueprinted with new Mazda rotors, rotor housings, and seals, factory intake, PFM exhaust header (nothing fancy), 100 octane E10 unleaded fuel, -11 race plugs, MoTeC ecu tuned on a Super Flow engine dyno, so BHP @ flywheel
Of course, why would it be much different after all these years? It’s as tapped out as you can get with unmodified factory parts. Back in 2006 they were happy to get 255. Most people aren’t even getting that still out of their rebuilds.
You still don’t seem to recognize it’s stronger than your pp engine experiment. High airflow numbers are not a guarantee of direct power equivalency any more than high boost pressure. Just like the header deal; I understand why you think it should work, but you don’t understand why it’s not going to. That’s not to put you down or be nasty or sling a personal zing back at you. Which again; just like header, it’s just the reality of the engine application we’re dealing with.
oh Brettus, it’s not any “big deal”. I simply added it to the list.
The bluster is not from my side of the fence; doing my best to give you the benefit of doubt with an honest and sincere reply. I posted solid results that, as you noted, are backed up with consistency. Let us know when you have some too.
Results after dyno tuning on E85
There are 5-10% gains from the additional timing advance allowed by E85 over 93.
This is on a healthy Mazda Reman as it ships from Mazda, stock engine/no porting/trickery
Short/straight/open 3 inch custom exhaust, turboxs header, custom intake shorter than AEM with an added velocity stack
My guess are probably small gains in a header with larger primaries and I think an hp or two due to heat soak as this was the last pull of the day and there was a good bit of heat in the car at this point.
This 227whp result is after today's tuning on E85 on the dyno.
There are substantial (5-10%) gains over 93 due to the additional timing advance allowed.
This car has a healthy Mazda reman as it ships from the factory, no porting or other trickery.
The intake is a custom homebrew, similar to an AEM but shorter with a velocity stack.
The exhaust is a turboxs header, and a 3 inch with a small resonator. The header back is custom, very straight/open. It is hella loud.
5.5 inch Tilton twin disc/lightweight flywheel. Rear rotors are from an NC Miata.
I believe there is an HP or 2 that could be found from heat soak as this was the last pull and the car was pretty warm. I think there is probably another couple in a header that is a bit more open.
This 227whp result is after today's tuning on E85 on the dyno.
There are substantial (5-10%) gains over 93 due to the additional timing advance allowed.
This car has a healthy Mazda reman as it ships from the factory, no porting or other trickery.
The intake is a custom homebrew, similar to an AEM but shorter with a velocity stack.
The exhaust is a turboxs header, and a 3 inch with a small resonator. The header back is custom, very straight/open. It is hella loud.
5.5 inch Tilton twin disc/lightweight flywheel. Rear rotors are from an NC Miata.
I believe there is an HP or 2 that could be found from heat soak as this was the last pull and the car was pretty warm. I think there is probably another couple in a header that is a bit more open.
This 227whp result is after today's tuning on E85 on the dyno.
There are substantial (5-10%) gains over 93 due to the additional timing advance allowed.
This car has a healthy Mazda reman as it ships from the factory, no porting or other trickery.
The intake is a custom homebrew, similar to an AEM but shorter with a velocity stack.
The exhaust is a turboxs header, and a 3 inch with a small resonator. The header back is custom, very straight/open. It is hella loud.
5.5 inch Tilton twin disc/lightweight flywheel. Rear rotors are from an NC Miata.
I believe there is an HP or 2 that could be found from heat soak as this was the last pull and the car was pretty warm. I think there is probably another couple in a header that is a bit more open.
Nice number !!!
Wonder After velocity stack did ur maf gsm change ?
I wonder what is ur max maf number is
nice numbers, totally expected for a good, well tuned motor with those mods.
With similar mods I’m hopeful for higher, but would be totally satisfied with those numbers. The similar motors by same builder in the Pro Formula Mazda cars have dyno’d over 240 whp, but the transaxle is likely a bit more efficient than the RX8 drivetrain.
I had about 4 yrs on the previous motor. It still started and ran reasonably strong, but not the same as when it was new. It had spent a lot of time at 9500+, which is really hard on the Reni side seals. With the class change to more modified vehicle prep and fat race compound tires I just wanted to start off fresh again.
E85 = blue
93 = red
Same car same dyno, same as a couple posts above.
Here is a plot of my other RX-8 which is built for STX vs the time trial car. Both on 93
The big difference here is that the time trial car doesn't have anything including mufflers passed about where the factory midpipe would end or any other obstructions in the exhaust. Also the clutch is substantially lower MOI/weight. The intake on the STX car is pretty similar, except a hair shorter and doesn't have the velocity stack due to packaging constraints. The STX car exhaust is all turboxs/3 inch.
Depending on how this season goes I may fabricate a bit better exhaust for this car. Overall I am pleased with the result.
looking good, I had overlooked in the other thread that you previously stated here the comparison was 93 oct. It wasn’t stated initially in the other thread and that’s all I was referring to in that last reply. General numbers get tossed about, but the details matter. The article you listed there though is not likely to produce the same results on this engine, but that’s only my opinion. I would not expect to see any gain running the really high octane race gas on a Renesis like they did there. E85 has different properties other than octane level that produce these results that I wouldn’t expect to see on the other. I have no direct experience on that though because I’m still required to run DOT fuel in DSP the same as STX previously.
nice numbers, totally expected for a good, well tuned motor with those mods.
With similar mods I’m hopeful for higher, but would be totally satisfied with those numbers. The similar motors by same builder in the Pro Formula Mazda cars have dyno’d over 240 whp, but the transaxle is likely a bit more efficient than the RX8 drivetrain.
I had about 4 yrs on the previous motor. It still started and ran reasonably strong, but not the same as when it was new. It had spent a lot of time at 9500+, which is really hard on the Reni side seals. With the class change to more modified vehicle prep and fat race compound tires I just wanted to start off fresh again.
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That's a lot of coin, isn't it?
Nobody said racing was cheap. I cant even imagine.
I try not to dwell on that much, but it’s fully blueprinted, balanced, broken in on a dyno and verified power, compression etc afterward; known quantity to stick in and go. I don’t intend to be revving this one out like before. Might be the last one ever built there though.
so it seems equally important to point out that there are people who specifically disagree with running E85 in a rotary engine. I only present this as one alternate viewpoint without getting into what information I might agree or disagree with. I leave it up to others to decide on and make their own choices:
Ethanol is double edge for Rotary, since it takes away the premix, as ethanol loves to eat oil.
What if premix oil was injected into the intake the same way other injections are made? It should give very little time for Ethanol to try an eat it up into goo. I saw some throttle body spacers for injections right after the throttle body.
you have to run the proper oil at an increased amount and also the proper apex seals because some of the super hard aftermarket seals are not a good choice for ethanol.
the issue with injectors mounted that far upstream on a Renesis is the fuel that gets trapped and potentially builds up in the APV flow path
these are generally going to be bigger issues on a street car more than a competition application, but they exist in both.
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Obviously I'm talking about racing engines! Those are the ones who are trying to put out as much power as they can.
if you're on the street and want power get LS or LFX based on your budget. That more power for money
