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type s 15.0 ish
wrx 14.7
rx-8 dont know they are an acquired taste

rx 8 prolly gets the best mileage with its what, 1.3 litre?

 
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Sorry for the noob question but whats a GSR??

 
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I'll say the accord hybrid

 
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GSRis the integra I was talking about. <-sorry, I just had to use that smilie once lol

There are three models to the Integra. First is the LS or GS model, the engine on this car is a B18B, it a good engine, loves turbo’s (low compression), but not much to talk about straight out of the box, 140hp. Good fuel economy and reliable car, not that fast though, this model does NOT have VTEC. LS/GS models are the most common Integra, probably about 90% of Integra’s are the GS or LS model, they can be had pretty cheap, slap a turbo on and you have a quick car.

The next higher model is the Integra GSR. This is a less common car, but still you can find them at a fair price. The GSR has the engine known as the B18C1. This has 170hp and shorter gears than the LS/GS. The main difference is that the GSR has VTEC. Since you probably not familiar with the workings of VTEC, in short it doesn't give you much low end (you can actually see that the torque numbers are a tad bit higher on the non VTEC models), but it increases the higher RPMS and allows the engine to breath much better up high. As a results the B18C1 (GSR motor) can rev to 7800 RPMs (I think, I'm pretty sure its close to 8000, some body correct me if I'm wrong), hence giving you an amazing top end to the car. This typical of most Honda's with VTEC. Both the above models are available in 2 or 4 doors versions.

The third Integra, is the Integra Type-R. This car has the B18C5, basically take the B18C1 (GSR motor) and add some racing stuff on it and you have the Type-R. The Type-R is some what faster than the GSR, but it really shines in the handling department. It is considered by many people to be the best handling FWD made to date, at least that is available here in the US.

 
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Don't confuse a GSR with a GSX either. A GSX is a model of the older eclpises that was turbo AWD system, think older EVO's. Also known as a DSM, they are know to be able to put down 400-500 awhp from the little 4 banger, but are also know for breaking down all the time.

 
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Exactly, there are many things to the ITR. I quickly looked at the one being sold on here, it looked real to me, but I really did look to close, I saw it was race preped. The entire back of the car interior stripped out, ad it was all yellow, seems like alot of work to paint the inside of the car yellow just to pass it off as a fake. But that car is preped for the track, as in a road course. almost nothing has been done to the motor.

 
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Torque defficiency has plagued rotaries since the beginning. That was the reason for the FD sequential twin turbo setup.

Anyhow, it went like this: Mazda touted the Renesis as being a 2.0 L 3 rotor close to 300 hp engine. This was on the concept RX-evolve. However, due to fuel efficiency and environmental issues, it was redesigned to be a 248 hp 1.3L 2 rotor. This was all fine and dandy until the EPA released new regs for all 2004 model year cars to have catalytic converters that would last (I can't remember which) either 100k or 200k miles. So Mazda last minute flashed the ECU to run pig rich to cool down EGT and extend cat life to the new regs. This hurt not only fuel economy, but as some of you tuners know, power output as well. The hp dropped from 248 to 238 at the flywheel, and there was a huge recall on all units, and Mazda offered to either buy back or give some monetary compensation.

Most 6MT RX-8's have had issues on the dyno since day one. They only dyno about 190 hp, yet still run mid 14's and under 6 seconds in the 0-60. Mazda released a statement that due to the TCS/DCS system that even when turned off monitors all 4 wheel speeds, it is impossible to accurately dyno test the car due to the ECU flipping out when the front wheels are not turning as well. Thus the only way to accurately read engine output is by using (can't remember the name of the machine) to measure power at the flywheel. These machines are expensive and hard to come by. Let me know if you really want to see the statement from Mazda, I'll have to dig it up.

Other cars who have had similar problems on the dyno due to vehicle monitoring systems are the Porsche 911 turbo and the M3.

It's an easy fix to get the 248 we were originally supposed to get with an ECU piggy back from "canzoomer." It also improves fuel efficiency as it leans out the AFR.

Anyways, if you're looking for a fuel efficient power monster, the RX-8 is not your car. If you're looking for a true drivers car with 16 mpg in the city and 24 on the highway, with ample power and a smooth torque curve, than this is your car. Especially if you need a little utility with it. All I can tell you is that to really understand the car, you need to test drive it. It's one of the few cars that blend all aspects of ample power, agility, balance, utility, and comfort into a car that seems to drive effortlessly like an extension of your body...it is one of the easiest cars to drive out there...

If you want to see a good review see this:
http://www.step-hen.com/rx8/protecte...ps/topgear.avi

As you probably know, Top Gear is one of the most respected authorities in automotive journalism. You have to watch this review if your considering this car. NOTE: the UK edition gets even less power than us only 228 hp.

 
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Just found it for ya:

OFFICIAL MAZDA STATEMENT: SOURCE ROTARY MAGAZINE

Quote:
Statement:

There is no true way to generate flywheel horsepower from a chassis dynamometer because of frictional losses in the driveline, clutch, transmission, differential and tires. Also, variations in testing procedures will cause highly disparate readings: open/closed hood, high/low humidity, high/low ambient temperature, tire pressure, how tightly the car is tied down, which gear the car is tested in, etc.

In addition, we have determined that, in order to prevent damage to the catalytic converter and the entire driveline, when the PCM determines unusual operating parameters such as excessive slip in the drivetrain from the front to the rear wheels, it causes a rich high-RPM mixture and retardation of the timing. All these items combine to cause apparent considerable horsepower loss.

BACKGROUND:

Horsepower Measurement

There is only one true method for measuring engine horsepower: on an engine dynamometer at constant speed and utilizing variable load.

The engine should use the same intake and exhaust system as in the car. HP results must be corrected to SAE J1349 standards as listed below:

77 degrees Fahrenheit
Sea level
0% humidity
Correction factors must be applied to reference the measurements to SAE J1349 standards. Any correction factor beyond 7% is considered invalid.

Chassis Dynamometers

SAE has produced a technical paper (SAE Technical Paper Series 2002-01-0887) that attempts to address the ongoing debate about inertia dyno horsepower versus OEM net horsepower. You can order a copy by visiting their website at www.sae.org -- we have no intentions of getting mired in the middle of this discussion.

Bottom line: If used properly, chassis dynos are great tools to assist with tuning and modifying vehicles. It is impossible to measure the actual flywheel horsepower because there are simply too many variables.

Other issues that are unique to the RX-8:

The RX-8 uses a very advanced engine management system. Besides precisely controlling the operating parameters of the engine, self-preservation (of both the engine and the catalytic converter) is also considered.

The engine management system continuously monitors all engine functions and adjusts accordingly. For example:

Under heavy load acceleration, the timing is retarded and the fuel mixture richened to reduce the likelihood of pre-ignition or spark knock. If spark knock is encountered, a knock sensor senses the condition and further retards the timing. Gradually timing is advanced and fuel mixture leaned after the load is reduced.

A second reason for fuel enrichment is that when timing is retarded, exhaust temperatures increase; a richer mixture lowers the exhaust temperatures and reduces the chances of damaging the catalytic converter.

In real world driving, this all goes unnoticed to the driver and appears seamless with no disruptions to the performance of the engine. The car encounters a load under acceleration but the load quickly diminishes as the car accelerates in each gear.

Operating on a chassis dynamometer, however, creates a completely different environment. Inertia dynos use a known mass that is accelerated to measure torque at the wheels. This is usually done in one gear under heavy load conditions:

Only the rear wheels are turning while the front tires remain stationary.

On cars equipped with DSC with traction control, the difference in speed between the front and rear wheels is sensed and the power is reduced immediately to compensate for what the car senses as excess wheel spin.

If the DSC is turned off, the traction control is disabled but the brake functions of the DSC are still operational.

If the DSC system is completely disabled, this removes the brake functions from the equation, however it does not fully remove the engine management system functions.

The ABS hydraulic unit/control module (HU/CM), or the DSC HU/CM for cars with DSC, determines vehicle speed by comparing the speed of all four wheels. If two are turning and two are stationary, it will still compute a speed but senses that the car is experiencing excessive wheel spin. To protect against engine or catalyst damage:

The engine management system compares the throttle opening, gear selection (determined by engine speed and road speed) charging efficiency and engine coolant temperature to determine the driving condition.

Since the car is under heavy load, in a tall gear (testing is usually performed in third or fourth gear), with a wide throttle position angle (wide open), spark timing is reduced and the fuel mixture is richened to reduce the occurrence of spark knock and to reduce catalytic converter temperatures.