RX8 not too fast....
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RX8 not too fast....
Ya so I was driving my cousins GSR on the freeway and this RX8 just kept doing fly bys. So it just so happens we take the same exit. He rolls down his window saying you want to run it. Im like sure why not.
We did three runs all together. The 1st run had a ok launch and as soon as vtec had kicked in I had pulled about a car. He cought up about half a car when I shifted to 2nd but after that it was all over. All three races were very similar. The guy in the rx8 seemed like a cool guy though. At the end hes like "that car just has intake huh". Im like yup haha.
Heres the engine mods my cousins GSR has.
AEM short ram intake, Type-R pistons, Type-R rods, 3 angle valve job, Type-R valve springs, decked block, balanced internals, bored and honed block, polished crankshaft, portflow titanium retainers.
P.S. Does anyone know what the car might run at the track and how much horsepower its putting to the wheels just like a estimate.
We did three runs all together. The 1st run had a ok launch and as soon as vtec had kicked in I had pulled about a car. He cought up about half a car when I shifted to 2nd but after that it was all over. All three races were very similar. The guy in the rx8 seemed like a cool guy though. At the end hes like "that car just has intake huh". Im like yup haha.
Heres the engine mods my cousins GSR has.
AEM short ram intake, Type-R pistons, Type-R rods, 3 angle valve job, Type-R valve springs, decked block, balanced internals, bored and honed block, polished crankshaft, portflow titanium retainers.
P.S. Does anyone know what the car might run at the track and how much horsepower its putting to the wheels just like a estimate.
Last edited by VTECTypeR; Jan 16, 2005 at 01:58 AM.
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Originally Posted by VTECTypeR
Ya so I was driving my cousins GSR on the freeway and this RX8 just kept doing fly bys. So it just so happens we take the same exit. He rolls down his window saying you want to run it. Im like sure why not.
We did three runs all together. The 1st run had a ok launch and as soon as vtec had kicked in I had pulled about a car. He cought up about half a car when I shifted to 2nd but after that it was all over. All three races were very similar. The guy in the rx8 seemed like a cool guy though. At the end hes like "that car just has intake huh". Im like yup haha.
Heres the engine mods my cousins GSR has.
AEM short ram intake, Type-R pistons, Type-R rods, 3 angle valve job, Type-R valve springs, decked block, balanced internals, bored and honed block, polished crankshaft, portflow titanium retainers.
{AEM short ram intake, Type-R pistons, Type-R rods, 3 angle valve job, Type-R valve springs, decked block, balanced internals, bored and honed block, polished crankshaft, portflow titanium retainers.
P.S. Does anyone know what the car might run at the track and how much horsepower its putting to the wheels just like a estimate.
We did three runs all together. The 1st run had a ok launch and as soon as vtec had kicked in I had pulled about a car. He cought up about half a car when I shifted to 2nd but after that it was all over. All three races were very similar. The guy in the rx8 seemed like a cool guy though. At the end hes like "that car just has intake huh". Im like yup haha.
Heres the engine mods my cousins GSR has.
AEM short ram intake, Type-R pistons, Type-R rods, 3 angle valve job, Type-R valve springs, decked block, balanced internals, bored and honed block, polished crankshaft, portflow titanium retainers.
{AEM short ram intake, Type-R pistons, Type-R rods, 3 angle valve job, Type-R valve springs, decked block, balanced internals, bored and honed block, polished crankshaft, portflow titanium retainers.
P.S. Does anyone know what the car might run at the track and how much horsepower its putting to the wheels just like a estimate.
Originally Posted by allmotor
rx-8's arent that slow. But good kill anyways. With those mods listed i would say around 170-180 maybe a lil more
well balanced. easy to drive=easier to drive at the limits
I like RX8's, they're beautiful cars and I definitely wouldn't mind owning one.
That being said, I beat my friend's (auto) RX8 from a dig and a roll so no, they just aren't particularly good drag racers.
That being said, I beat my friend's (auto) RX8 from a dig and a roll so no, they just aren't particularly good drag racers.
yeah the 8s are not as fast as the 7s. Car and driver says 14.5 1/4, but their drivers are not the greatest. The 7s are damn quick cars though I got rapped by one about a month or two back. Regaurdless they would own a NA civic. With a type R teg and the mods stated the race described sounds about right.
Good kill
Good kill
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Rep Power: 328 Well, well looks like I've caught someone in a lie. You weren't driving your cousin's car.
http://forums.clubrsx.com/showthread...highlight=rx-8
And I'm not going to sit here and defend the car against haters, except to say that a modified vehicle vs stock anything can happen. I'd also like to add that the RX-8, like the S2K is a very hard car to drag race.
The car is a very capable performer, but I'm not going to sit here and tell you why. Frankly if you don't know why, you really shouldn't even call yourself an enthusiast, but perhaps "fanboy" is a better title.
As for the misinformation I see here, there is just one that I need to respond to.
Heavy maintenance? On twin turbo rotaries that are driven hard apex and side seals need to be replaced every 70K miles. NA rotaries have been known to run for 200K miles without a rebuild. BTW, even if you do need to replace the seals, it can be done on a coffee table if you know what you're doing. My father's RX-7 has not needed a rebuild and he is at 75K miles. It all depends on how the car is treated. Any car with a TT setup should be assumed to have been abused. See here for how a rotary is assembled:
mms://sswmt1.smartstream.ne.jp/mazda/rx-8/rotary_500k.wmv
Copy paste into your browser.
http://forums.clubrsx.com/showthread...highlight=rx-8
And I'm not going to sit here and defend the car against haters, except to say that a modified vehicle vs stock anything can happen. I'd also like to add that the RX-8, like the S2K is a very hard car to drag race.
The car is a very capable performer, but I'm not going to sit here and tell you why. Frankly if you don't know why, you really shouldn't even call yourself an enthusiast, but perhaps "fanboy" is a better title.
As for the misinformation I see here, there is just one that I need to respond to.
Originally Posted by 02boostlessCIV
yeah i don't understand. everyone is sooooo excited about the rx-8 but i just think they aren't really that great. And rotary engines suck. Heavy maintance is needed like every 70k miles, at least to my knowledge.
mms://sswmt1.smartstream.ne.jp/mazda/rx-8/rotary_500k.wmv
Copy paste into your browser.
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Originally Posted by VTECTypeR
the car might run at the track and how much horsepower its putting to the wheels just like a estimate.
As far as dyno at the wheels, I can't find the article, but you can probably dig it up at rotarynews.com. I do have it saved to my computer though...
OFFICIAL MAZDA STATEMENT: SOURCE ROTARY MAGAZINE
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.
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.
This same problem was seen with the M3. Most of the newer cars have far too many sensors, and they're basically self-aware. The dyno is far from a normal environment, so with only the rear axel turning, the car is already restricting itself...no accurate dyno has been made.
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Rep Power: 0 I wasnt talking about the rx8 dyno lol. I was talking about the GSR. Me and my cousin dont know how much power it really has. Were going to dyno it this weekend. He bought the car with those mods on it already so its pretty fast the way it came.
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Rep Power: 328 Ohh I see. Sorry. Well if it helps I used to have a 92 civic hatch with a B18C-R (JDM type R) swap a couple years back. It dynoed something like 165 whp with an intake and fart cannon on it. With that engine work you have done I'd guess somewhere around 200.
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Originally Posted by HorrorSkopes
Im stock and don't own a civic.
Your right, they are high 14's, low 15 second cars. The MT dyno about 170whp, not for sure exactly what the AT does.
Your right, they are high 14's, low 15 second cars. The MT dyno about 170whp, not for sure exactly what the AT does.
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Originally Posted by nookiemonster
Ohh I see. Sorry. Well if it helps I used to have a 92 civic hatch with a B18C-R (JDM type R) swap a couple years back. It dynoed something like 165 whp with an intake and fart cannon on it. With that engine work you have done I'd guess somewhere around 200.
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Originally Posted by nookiemonster
Nice. I'd really like to see some pics of this car. I love the old GSR's.
