i have a s5 na with a complete s4 tII driveline and i would LOVE a 4:56...

thanks for the help...

 

where did you get that number?

The only aftermarket ring and pinion sets that I have ever seen are either 4.3 or 4.7 for the FC

 

The NA's anyway can get 3.9, 4.1, 4.3, 4.44, 4.88 and 5.12, but the last 3 are custom done by grafting the stock FC pinion shaft to a Miata/FB pinion gear to make it the right length.

 

i know about the 4:30 gtus... not enough... as far as a 4:70... i really don't want to go deaf at 55 mph... i just honestly want to make my car quicker without boost or nitrous... KDrotary was the only company that i have found over the years that could come close... they could locate a ring but they would have to do a custom pinion length... anyways, i'll continue on my never ending quest until one day when i teach myself to weld and put an 8.8" independent in my car... lol

 

i have a tII hogg's head...

 

If the engine's an NA, as you posted earlier, then you've got an NA. I know you don't have the NA diff, but I was merely trying to point out that there's a lot more choice with an NA diff.

 

browsing your mods in your sig I would suggest getting a racingbeat header with the backpressure pipe so you can have functioning 5/6 ports. this way you will have the off the line speed you are wanting.

 

Swap in a Cobra or Mark VIII diff and you can put any gear you want in your 7.

 

i did sacrifice diff ratios for 2 reasons...

first, i can beat on my car, autocross or street, and not have to worry about the driveline.

second, i wanted to set my car up in a manner for HIGH horsepower down the road. in my opinion, why build a nasty engine if the driveline will not hold up to the pressure that i know i will put it through...

 

still lookin to learn how to weld

 

honesty, if i want to race from a dig, i launch it... i have a dc pump that use to drive my actuators, as well as, my vdi. now it's just for the vdi. i had a relay that burned out long enough for my sleeves to become carbon locked. this instance was the straw that broke the camels back. this is why my 5th/6th ports are wired open. the rtek stage 2 has allowed me to gain some decent bottom end back, however. as far as a header??? it's a noise issue. i have streetported intake ports and an exhaust port setup with the baffles ground out. the only way i would consider a RB header, of course, is if i do a high flow cat.

pretty much what it comes down to is the fact that i have the HEAVIEST rx7 ever made and i'm simply trying to make this thing as quick as possible without boost or nitrous, right now.

i do appreciate the suggestions that have been given and would still LOVE to find a 4:56 tII ring and pinion for my car...

 

The NA diff is plenty strong for any NA application, and even for many turbo applications, but you've made up your mind, so that's all I'll say about that.

Why are you effing around with electric pumps, wired 5/6 ports and such when you've got an S5? The air pump does all that from stock reliably with very little power loss. You'll loose FAR more in the low end from the non-funtional 5/6 ports. First step in getting better power is to fix them.

Want a 4.56 TII gear all you want, it doesn't exist.

 

read the post man...

i've located a 4:56 ring, it's the pinion i'm on the quest for...

the air pump went bye bye a loooooooooooooooooooong time ago...

yes i have a dc air pump, so? atleast i have the common sense to have it wired to the ecu trigger...

honestly i do not care about ANYTHING below 4,000 rpm's...

what's the point??? i do not mind launching the car. not to mention, my powerband is damn good for a heavy *** convertible...

right now i would just like to make 4,000 - 8,400 rpm come quicker without boost or nitrous...

plus, a 4:56 would put me in a good spot down the road for a 6 speed...

 

the 5th and 6th ports are wired because i have pineapple racing inserts...

 

Dumbest response ever. The inserts certainly don't require the ports to be wired open.

What, you mean like this exerpt from the one immediately above?

Just because KD thought they could get one, doesn't mean it really exists, doesn't mean you can still get it and doesn't mean it'll actually fit. If such a thing existed and came with a shorter pinion, then there's knowledge and experience with grafting pinions together to make the short pinion 4.88's and 5.12's popular with NA FC racers work in a long pinion FC housing.

 

do you make a habit of calling people stupid? just curious?

i have had 5 rx7's on the road since 94'... in case you cannot add, that's 15 years...

3 of those were six ports. out of those 3, ALL of them had carbon lock issues on the inserts, over time...

my ports worked fine for the first 36,000 miles in the engine i have now...

i've been rolling "wired" for roughly 2,000 miles... IT'S THE LESSER OF THE TWO EVILS... better benefit than either leaving them closed or removing the sleeves all together...

mazda had a GREAT idea to make auxiluary ports... damn sure was not perfected in the second gen...

 

Jeez....you must've had some bad luck.

On the three 6 ports that I've owned, I've never had a single carbon lock issue on the sleeves.

Why not just clean out the sleeves and put them back in, and gain some low-end in the process. I'm sure the 15 years of experience will help you.

I'll also ask Dave about this 4.56 gear you're talking about when I go there next week. Interesting......

 

i've logged a lot of miles with my 7's over the years, perhaps it has been back luck...

a relay burning out is what put the sleeves temporarily out of commission this time...

 

anyone ever considered eliminating the egr tube?...

it might help prevent carbon lock from occuring sooner...

i may do that and block the intake inlet...

it's not like i have a cat to worry about...

 

You were saying that the sleeves were wired open because of the inserts. I was merely pointing out that what you said there was 100% rediculous and false. The inserts do not mean that you loose the aux port funtionality.

By the EGR tube you mean the one that goes to the main cat in the stock exhaust, right? If that's the case, then LOTS have done without it in an S5, since the RB system eliminates the need for it. But that was for pumping air into the cats from the air pump as far as I know.

 

i do realize that functioning 5th and 6th ports are the best option...

what i was trying to get at is the fact that i am in limbo as far as restoring them, leaving them wired, or pulling them all together...

in other words, the fact that i said my 5th and 6th ports are wired because i have pineapple racing inserts, is because if i did pull the sleeves i would lose partial effect of those crafty little ramps...

i'm definitely thinking of returning my 5th and 6th ports to working order but right now i have other priorities with the car since a deer t-boned me a little over 2 weeks ago...

having a set up where you can tune fuel over the rpm range does drastically increase the bottom end even though the ports are open right now...

 

i realize this... you obviously had no idea where i was coming from...

i've assembled many 6 port engines over the years and am fully aware the benefit of them. total functionality is nice but when you have a situation where something goes wrong, such as a relay (aftermarket) atleast by having the 5th and 6th ports wired, with the inserts, i can still benefit some of the effect of having them in there...

 

carbon lock is the number one killer of functioning 5th and 6th ports...

 

I think you would be best served with the 4.44 R&P right from Mazda. Bolt it right in. Combine it with a torsen and have at it.

 

What 4.44 are you referring to?