Do you mind posting your set-ups?

 

search aaron cake's setup. i do believe its archived as well

 

...or search 6 port turbo.

 

with a little research you could be the first with a 6 port turbo

 

Come on now. I know the 6 port turbo has been done more than jenna jameson. I just wanted to know some set ups and some people to talk 6 port turbo talk.

 

Im looking forward to see whats gonna post. A bit curious....

 

I'm in the process of putting together a functional 6 port aux bridge engine. I'm still in the design phase however the manifold is almost finished.

 

been there, done that.

 

Ive done one. Used the turbo manifolds as outlined by many tutorials. Megasquirt controls it. Turbo is a t04b.

 

This has never been done before. Ever.

Here's mine. Lots of reading. Phase II is where the interesting stuff starts:
http://www.aaroncake.net/rx-7/projecttina

Don't do this. If you are going to bridgeport, at the very least do a half bridge. If you are going that far, you might as well keep going for a full bridge.

 

Fero313 and I did it to his GTUs.

All factory TII parts except for the Japan2LA NA->TII LIM.

Used the factory NA harness and did the simple changes to make it work. TII ECU with an FCON and Profec Boost controller. RB downpipe, homemade TID, Wideband O2.

Runs pretty damn good and looks like a TII under the hood. Nobody can tell its a 6 port.

 

I understand that its far less than optimal however the reason I'm going down the aux bridge route is due to Cali smog rules, as well as zero overlap during cruise. I have pretty much unlimited control over the aux sleeves with my SM4.

P.S. I will be beveling the rotor housing, however slightly compared to 'full' bridge ports to enhance cross-sectional area of the small bridge.

 

Thanks you guys. This is some good stuff, I may consider some of the routes you took.

I have a question for the people that used the t2 intake manifolds.
Did you use the NA gaskets as a template to port match the LIM?

 

http://forum.teamfc3s.org/showthread.php?t=37694

Personally, I think your going to have a problem passing emissions. Ever notice the path of the ACV air to the exhaust ports on a non turbo vs a turbo? Ain't the same is the answer.

On the non turbo the path is from ACV to the end or side housings. From there downward to the rotor housing exhaust ports.

On a turbo the path is from the ACV to the Intermediate housing, downward to the exhaust ports.

Put a Turbo lower intake manifold on a Non turbo..................ain't no path. LOOK at the lower intake manifold on a Turbo. There is a rectangular hole just below the two primary intake ports. On a Turbo engine, the rectangular hole matches a rectangular hole on the intermediate housing.

On a non turbo intermediate housing, there is NO rectangular hole on the intermediate housing. There looks to be a freeze plug hole. It's not a freeze plug hole. Its just a plug to plug that ROUND hole. Behind that round hole is a passage to the non turbo EGR passage.

I'm going to stop right here. I doubt you know what I'm talking about and probably give a rats ***. Have at it. Figure it out yourself. Its not that hard to figure things out. Done. Fini.

 

Emissions....BAH!!!

Put on an electric Corvette Air Pump and plumb it directly to the cat.

Easy as pie!!

 

I was planning on blocking off all that jazz. Another rx7 will be passing emissions for me.

 

No peripheral exhaust 13B has no overlap.

You are still going to get overlap through the small area between the rotor and port sleeve. Exhaust pressure is far higher then intake pressure and will force gasses into the intake stroke. Won't be as bad as no sleeve, but it will still be there.

This will DEFINITLY cause as much overlap as any other bridgeport..

Lay the NA gasket over the TII intake and you will immediately see what needs to be done. A little bit of JB Weld will fill the voids and then you port match to the gasket.

 

You're right, I should have said excessive and detrimental overlap as in a bridge-port. I believe I'll have little enough overlap to pass the strict Cali emissions.

New irons as well as sleeves actually have a very tight tolerance in my experience, I believe that the amount of overlap induced by far less than any of the street ports we've put out and net me far greater cross-sectional port area.


Aaron, don't go shutting the door before the results are in, I know you're not a great fan of that . Honestly, I again think you're not giving Mazda the tolerance credit they deserve in the 6 port sleeve department. It's ok though, I'll let the end result speak for itself.

 

S5 hybrid (not sure what it is, but its knightsport) + Spacer
Stock N/A Manifolds
E-Manage for fuel management

 

I can't find my *before* jpg, but here's two jpg of after. Where you see RED, is where there is material that needs to be removed. Where you see Blue, is an area that needs to be filled in with *something*. I used plumbers solder melted in a pot and poured all at the same time so it'd be one solid piece, and then ground it flush and trimmed it. I couldn't abide the thought of JBWeld flaking off and going 'you know where'.

That metal gasket is worthless to use on installation IMHO. Used a home made paper gasket.

 

Is there not a visual inspection as well? All the turbo stuff might tip them off...

It's not the clearance between the sleeve and bore that I'm referring to, but the 4MM or so thickness of the iron face. The face of the iron is far off of the closed sleeve, which provides a path for the exhaust gasses to wrap around. Also, if you bevel the rotor housing you end up with a huge gap between the exhaust and intake stroke that will give you plenty of overlap regardless of the position of the sleeve.

 

Thankfully most smog techs are very lax when it comes to inspection of rotarys. If it seems to look like it should have been put there, they don't fuss.



I understand what you're saying however after looking at my irons on the test rotational assembly and degree wheel I'm confident that I will have little enough overlap to achieve my goals. Also, I'm certainly not worried about exhaust gasses being introduced to the intake charge, rather the other way around. And in reference to the bevel creating just as much overlap as a bridge without the sleeves, I still believe there will be little enough overlap after roughing out the port with a sharpie on the test rotational assembly.

Also, to put you at rest, I do not believe this is going to be some radical revolutionary new setup and I understand that if I were to run an over the top street port in a 4 port engine I would be seeing similar port area however not many folks have bothered to try functional 6 port turbo engines with a sophisticated control mechanism like the SM4 (or any other ecu with a robust aux out system) while controlling all emissions equipment to create a tame, low idling, smoggable yet giant ported car. I'm having fun moving along with the project so I'll keep you posted.

 

Sort of the "I don't know so I can't say anything" situation.

That is overlap. You never have fuel blowing out of the exhaust, always exhaust blowing into the next stroke. The exhaust is always at higher pressure then the incoming air charge at low RPMs in a NA application, and always at higher pressure in a turbo application. The reason you get the lump idle is because exhaust contaminates the air/fuel charge and the engine misfires. It goes through a few cycles misfiring, then cleans up and runs smooth for a few cycles, then starts misfiring again. The result is incomplete combustion and high HG out the tailpipe.

All it takes is a small cut and you get major charge dilution. Without the bevel in the rotor housing you might get away with it, but you won't if you cut the housing.

I've done enough bridgeports to be able to say "A bridge is a bridge is a bridge". No matter how small you make the cut or how you try to cheat, it's the same. If you make the cut too small to avoid overlap, then there will be no benefit to the porting at all.

My next engine will be a turbo 6 port 13B with fully functional aux ports for my Cosmo. The idea being to get the flattest and highest quality low and midrange torque curve possible.

Your plan sounds like a good one, just lose the bridge.

 

I've talked about this with many people, since I am considering upping my stock s5 n/a block to the s5 stock turbo, but everyone says the compression is way too high. But in this thread, there doesn't seem to be any worries of too high of a compression.

 

I can some more of these TII LIM's if you 6 port guys are interested?? See the linK
https://www.rx7club.com/showthread.p...73579&t=672738