1
Rotary and General Chit-Chat / Re: TODAYS QUICK PIC
« on: July 26, 2018, 08:40:56 AM »You should convert your car into that spec and go racing at Santa Pod!
Show Posts
This section allows you to view all posts made by this member. Note that you can only see posts made in areas you currently have access to.
2
Rotary and General Chit-Chat / Re: TODAYS QUICK PIC
« on: March 19, 2018, 10:08:30 PM »I like the new accomodationNot mine! It was the detailer's neighborhood. Looks nicer than the area really is.
3
Rotary and General Chit-Chat / Re: TODAYS QUICK PIC
« on: March 19, 2018, 11:27:16 AM »
Correction. 60 hours.
4
Rotary and General Chit-Chat / Re: TODAYS QUICK PIC
« on: March 19, 2018, 11:04:48 AM »
Paint correction, detail and valet. Panels are about 90% or more defect free. Took about 69 hours to detail the whole car inside and out.
5
Rotary and General Chit-Chat / Re: TODAYS QUICK PIC
« on: March 08, 2018, 10:18:35 PM »
What is up with that tail pipe?
6
Rotary and General Chit-Chat / Re: TODAYS QUICK PIC
« on: February 27, 2018, 04:12:42 PM »
RX-3s in drivable and 6/10 shape from Japan are already >£40k. One like that is probably >£50k.
7
New to MRC - introduce yourself / Re: Old Member But New Poster With an RX4
« on: February 25, 2018, 05:04:58 PM »
How much for the yellow car? 
8
Rotary and General Chit-Chat / Re: TODAYS QUICK PIC
« on: November 25, 2017, 02:33:02 PM »
Wow, how cool apart from the wheels.
9
3rd generation RX-7's / Re: Stock Port, Sequential Twins @ c.1.03 Bar - 398 BHP / 360 lb. ft.
« on: November 16, 2017, 10:03:49 AM »
Thanks Clive. No worries. I will keep larger injectors in my back pocket but for now I'm going to try to run without any further upgrades.
Had a long chat with my tuner yesterday to discuss the results in more detail to try and better understand my tune's characteristics and to also contemplate why I showed such a strong result.
According to him (and other tuners I have asked for confirmation) my injector duty is fine and the tune is safe. There should be enough fuel across the entire map for safety and there is definitely enough across the transition (hence the 95% peak injector duty) to protect from detonating in that area where most cars on twins usually let go that are badly tuned. I asked how much room I have to play with colder temps and he said basically on a 0C day (we mapped when it was about 11-13C) you may see an extra 2% injector duty at the very peak. Further, we discussed if there is enough fuel if I boost spike. The fuel cut is set to about 1.15 bar, or another 0.1-0.15 bar above my current settings and thus there should be more than enough fuel to withstand a spike to the fuel cut level if that were to ever accidentally occur.
The Apexi Power FC is very strict in how it operates. It cannot read fuel pressure and it cannot compensate for a lazy or failed injector. It reads the IATs, TPS, O2 sensor (if you have it plugged in), water temp and not much else to determine which part of the fuel and ignition timing tables to utilise (which your tuner will adjust). If your fuel or ignition system is not functioning correctly then the Power FC won't know about it and you may run into issues which may cause pre-ignition or detonation. It is a pretty primitive system.
As for why I made such good power? Well, besides a good tune by my mapper which looks pretty well optimised judging by the graph with only a few small improvements that could be made to smooth the torque curve further, we think it might be the following:
Knight Sports Twin Tube Downpipe
The Knight Sports downpipe has the following dimensions: 60mm (2.36") x 2 pipes feeding into an 80mm (3.15") collector to attach to the mid pipe. This means that the downpipe itself has an internal surface area of somewhere around 90mm (3.54") before the collector.
By contrast, the most popular downpipe for twins, the HKS, has an internal surface area of 75mm (2.95").
After discussion, we believe the larger downpipe has more benefit than initially thought because there is initially less restriction in the exhaust system. However, we cannot say for sure whether the twin tube design itself also has benefits over an equivalently sized single dump like the Australian made SMB 90mm (3.54") downpipe.
Water injection but not too much water
As we know, water helps to keep intake temps cool so that the air entering the motor is more dense and you make more power since the ECU doesn't need to inject as much fuel and the combustion process is more efficient. However, there is evidence that too much water does have the effect of decreasing power by a couple percentage points and perhaps by running the smallest jet in the AEM kit I am running just enough to drop temps without having a small negative effect on hp. This might be good for a dyno run, but I won't know if I am injecting the right amount or too little until I do a track day next year and see how well it contains IATs and EGTs over a 15-20 minute period of abuse.
Anyway, that's our thoughts as to why the car was running so strong and surprised me a lot and surprised my tuner a little bit on the day. The larger downpipe and the right amount of water could be some differentiators. Or maybe, I have something else done to my car that none of us have noticed. Some secret engine builder sauce from Japan, even if my results are not necessarily out of the range of what's been evidenced by others around the globe with FDs over the past 20 years.
Had a long chat with my tuner yesterday to discuss the results in more detail to try and better understand my tune's characteristics and to also contemplate why I showed such a strong result.
According to him (and other tuners I have asked for confirmation) my injector duty is fine and the tune is safe. There should be enough fuel across the entire map for safety and there is definitely enough across the transition (hence the 95% peak injector duty) to protect from detonating in that area where most cars on twins usually let go that are badly tuned. I asked how much room I have to play with colder temps and he said basically on a 0C day (we mapped when it was about 11-13C) you may see an extra 2% injector duty at the very peak. Further, we discussed if there is enough fuel if I boost spike. The fuel cut is set to about 1.15 bar, or another 0.1-0.15 bar above my current settings and thus there should be more than enough fuel to withstand a spike to the fuel cut level if that were to ever accidentally occur.
The Apexi Power FC is very strict in how it operates. It cannot read fuel pressure and it cannot compensate for a lazy or failed injector. It reads the IATs, TPS, O2 sensor (if you have it plugged in), water temp and not much else to determine which part of the fuel and ignition timing tables to utilise (which your tuner will adjust). If your fuel or ignition system is not functioning correctly then the Power FC won't know about it and you may run into issues which may cause pre-ignition or detonation. It is a pretty primitive system.
As for why I made such good power? Well, besides a good tune by my mapper which looks pretty well optimised judging by the graph with only a few small improvements that could be made to smooth the torque curve further, we think it might be the following:
Knight Sports Twin Tube Downpipe
The Knight Sports downpipe has the following dimensions: 60mm (2.36") x 2 pipes feeding into an 80mm (3.15") collector to attach to the mid pipe. This means that the downpipe itself has an internal surface area of somewhere around 90mm (3.54") before the collector.
By contrast, the most popular downpipe for twins, the HKS, has an internal surface area of 75mm (2.95").
After discussion, we believe the larger downpipe has more benefit than initially thought because there is initially less restriction in the exhaust system. However, we cannot say for sure whether the twin tube design itself also has benefits over an equivalently sized single dump like the Australian made SMB 90mm (3.54") downpipe.
Water injection but not too much water
As we know, water helps to keep intake temps cool so that the air entering the motor is more dense and you make more power since the ECU doesn't need to inject as much fuel and the combustion process is more efficient. However, there is evidence that too much water does have the effect of decreasing power by a couple percentage points and perhaps by running the smallest jet in the AEM kit I am running just enough to drop temps without having a small negative effect on hp. This might be good for a dyno run, but I won't know if I am injecting the right amount or too little until I do a track day next year and see how well it contains IATs and EGTs over a 15-20 minute period of abuse.
Anyway, that's our thoughts as to why the car was running so strong and surprised me a lot and surprised my tuner a little bit on the day. The larger downpipe and the right amount of water could be some differentiators. Or maybe, I have something else done to my car that none of us have noticed. Some secret engine builder sauce from Japan, even if my results are not necessarily out of the range of what's been evidenced by others around the globe with FDs over the past 20 years.
10
Rotary and General Chit-Chat / Re: This is Stunning.
« on: November 16, 2017, 07:14:45 AM »
I'm sure he will be running a vented bonnet so it won't matter. 
12
Rotary and General Chit-Chat / Re: This is Stunning.
« on: November 15, 2017, 11:22:25 PM »
It doesn't need them. I bet it will be over 600hp N/A, maybe beyond 650. With lightened and balanced rotors and rotating assembly it will probably be redlining around 11,000 RPM.
It will be a monster.
Like these beauties.
https://youtu.be/KyKTcEEdv-Q
https://youtu.be/vEpcJ_PD5MY
It will be a monster.
Like these beauties.
https://youtu.be/KyKTcEEdv-Q
https://youtu.be/vEpcJ_PD5MY
13
Rotary and General Chit-Chat / Re: This is Stunning.
« on: November 15, 2017, 09:15:57 PM »Wow
Sent from my SM-N910F using Tapatalk
Yeah.
Cost = Fortune
Given all of the custom work going into that car I am going to guess c.£60-80k right now for parts and labour.
14
Rotary and General Chit-Chat / Re: This is Stunning.
« on: November 15, 2017, 08:57:55 PM »
He is working on a custom 4 rotor for a customer right now:
15
3rd generation RX-7's / Re: Stock Port, Sequential Twins @ c.1.03 Bar - 398 BHP / 360 lb. ft.
« on: November 14, 2017, 07:36:00 AM »Well, as I said, I dont know crap about 99spec carsI just cant understand how so little difference between pre99 and 99spec, can make so much difference in power...
My bro's 94 model had 320 with 1,1 bar and seqwential was deleted...
Lähetetty minun E2303 laitteesta Tapatalkilla
A bit more detail on the difference between the 99 spec twins and the early spec ones. As I said, the 99's come on about 300-400 RPM sooner down low yet maintain the same top end as the early spec twins.
Also, I was incorrect in my previous post. It is the compressor housing that is smaller at 50mm and shaped differently on the 99's compared to the 51mm compressor housing on the early spec twins. This aides spool up (hence 300-400 RPMs quicker to reach peak torque). The 99s also have the abraidable seals for better response and the latest Hitachi cartridges and bearings so technically they are a bit more refined even though they don't like to hold as much power as the early spec twins when really pushing them.
Earlier response
50mm vs 51mm compressor housing
Abraidable seals
