I'm afraid I don't. Just going off of the dyno graph that was in the mag.

You could always email or call Mother's and ask them about it.

 

So much for staying on topic...

PoLaK, do I have to call your mother again?

 

Polak -

Since we are off topic (HAHA to Autoillusions!), my car dyno'd at Mothers. I was there, and video taped it. I know what my car can do with the old turbo, and know some numbers that I didn't publish as well to the crowd. I wouldn't doubt the HP sheet.

 

the acosta rx-8 is constantly being changed. i went for a ride in the car that day, i believe that was when it was making 800hp. they have since changed the turbo.

also like red-rx7 said the dyno at mothers is legit. i have had my car on it a few times.

steve prew

 

Well if those numbers are truly legit, then this isn't totally OT. The thread starter might want to take a close look at that motor.

 

Same motor I have in my car. I know what it CAN do.

 

You have the same port job and everything? So with the right turbo, you would hit 950whp?

The mag only says "race port." Does that mean a full bridge port or what?

Auto Illusions, what kinda port were you planning? Full bridge, half bridge?

Edit: Nevermind, I just read some more of the thread. Not only is Auto Illusions well aware of the Acosta RX8, but the engine was delivered some time ago.

on me.

 

There sooooooo big. Good Choice.

 

How legit are those numbers? I think the fact there isn't a single track pass with time sheets reflecting those numbers speaks for itself. Sure is great if all you want is a dyno queen though.

 

thats the mx3 dyno sheet

 

Are you talking about me? My car isn't a 1/4 mile racer. And I was there when my car was dyno'd, along with another car before mine. And others had their car dyno'd at Mothers too. Besides, I will redyno mine in the spring with the larger turbo.

 

You in Jersey or out in Kansas?
AutoIllusions if Ryan hasn't called you, shoot him an email.

 

I live in KS.

 

Hi, Nice project. My interest is in your use of the PWR charge cooler set up. I am about to fit one to my FD. I am giving serious thought to linking in a custom built heat exchanger that is linked into the air-con system so that the return cooled water prior to flowing into the c/c will pass through another heat exchanger which has the air-con gas flowing through it's fins, thereby cooling the water even more. I know that this can be done by dryice but it's an idea i'm toying with. It would mean a) air-con on all the time, with an option to turn on inside car as well in summer. b) air-con switches on to cool water at a certain rev limit say 2000rpm.
I'm open to views as have not fitted yet. I'm still on twin turbo set up but have done a number of mods so far. If i can get this right now it will save me a lot of time later when i go single. Mods-- so far-- New street ported engine, HKS exhaust, air-pump removed as no cat, uprated fuel pump, 1300cc secondary injectors, Greedy pulley kit, uprated PWR radiator, Apexi PFC + commander, HKS induction kit , Blitz turbo timer, boost controler and a few other body mods as well but it's the engine that has to be right.

 

Warthog, i am pretty sure many have thought of the idea of incorporating the A/C into the intercooler but i have never seen any one try it. I myself have talked with a friend of mine about trying it but figured if no one else has successfully tried it than it must not have a benifit in comparison to the amount of power that it would take away from driving the pump.

I am still working on the water to air intercooler setup. I have not decided form whom to get the water to air intercooler from but am sure that is the route i am going to take.

If any one has some un-biased opinions that might help me choose. I looked into PWR and Spearco but am leaning towards a bell custom core and building the tank.

Laser cut 1/8" chromoly pieces come in today for the sub new subframe. Pictures will be posted as soon as i bend up the tubing and tach it all together.

 

Anyone else here think that this FD project will be finished before Jimlab's project? Not meant as a pot-shot of course but I just find it interesting that both cars will use quite a bit of custom parts (with quite possibly the greater aftermarket support leaning towards the SBC) to achieve their goals and yet I have a gut feeling the rotary FD will be done sooner.

 

Too bad I don't have an SBC. You must think my engine fell out of a Summit Racing catalog.

However, I'd put my money on this car being done first. I only work on mine when I feel like it, and these days, that seems to be a weekend or two every 2 or 3 months.

 

Ah, forgive me. I thought you had a small block chevy. So which engine are you going with then??

 

It is a Chevy small block, but it's not an SBC (Gen. I), and there are several differences. It's a 1995 LT1 (Gen. II), and there are only two stock parts in my entire engine; the block, and the timing cover. There are very few off-the-shelf aftermarket parts either, most of what went into my engine was custom made.

 

How about adapting to a dry sump setup so you dont have to make a custom oil pan. Might cost a little more than a custom oil pan but you'd get more benifit. In addition you could lower the engine a lot.

 

A dry sump setup is far more complicated and expensive than a custom pan, and you can't lower the engine significantly either way without having to move the steering rack an equivalent amount. If you did lower the engine, what would you do with the rest of the drivetrain?

 

damn that thing still aint done ............ i know the feeling though , same problem here .......looking good though keep it up

 

Thank you for clarifying that. My knowledge of GM is very limited as you can see. Not to get off topic here but what years does the SBC Gen I entail?

 

1955-1985 as far as most stuff is concerned.

1985 started tuned port injection motors, and in 1991 the LT1 (non-hyphenated)
came out. it had a (shitty) optical distributor and reversed flow cooling. and aluminum heads.


i might be a little off on the dates, i'm sure Jim will correct me if i'm wrong

 

Gen. I - 1955-1992
The Gen. I Chevy small block (known as the "SBC") was introduced in the 1955 Belaire (265 CID), and remained basically the same (except for displacement) until 1986 when it received a 1-piece rear crankshaft main oil seal. That's why you'll often see two classifications for some SBC parts; pre-1986 and 1986-1992. It reached a maximum production size of 400 CID. The SBC was "retired" after 1991 in the Corvette line, and 1992 in the F-body (Camaro/Firebird) line, to make way for the Gen. II small block, the LT1. The Gen. II LT1 should not be confused with the "vintage" SBC LT1 available from 1970-1972. GM has a bad habit of reusing their RPO (regular production options) codes, like "Z06" and "LS6".

Gen II. - 1992-1997
The Gen. II eliminated the SBC rear mounted distributor in favor of a front-mounted "Opti-spark" optical distributor driven by a drive pin in the nose of the cam. The coolant flow was reversed to cool the heads first, block second, which allowed running more compression. This required a special rear-drive water pump which is powered by a shaft driven off the cam sprocket, instead of by a belt from the front. With a low profile aluminum intake, the Gen. II LT1 is the most compact small block Chevy produced. It was available in the 1992-1996 Corvette and the 1993-1997 Camaro and Firebird, as well as less powerful iron-head iterations in the Chevy Caprice and Impala, etc. The LT4 was the final iteration of the LT1, available in the 1996 Grand Sport Corvette and special 1997 Camaro and Firebird models and featured more power from revised heads intake, cam, and a little more compression.

Gen. III - 1997-present
The Gen. III small block is, of course, the LS1/LS6 engines available from 1997-2004 in the Corvette, 1998-2002 in the Camaro/Firebird, more recently, in the 2003+ Pontiac GTO, and in iron-block versions in various trucks. The LS6 was available only in the Z06 Corvette, available from 2001-2004, and the LS2 is the latest iteration of the LSx family, available in 2005+ C6 Corvette.