Gunfight At The O K Corral
06-02-08, 04:41 PM
#79
Racing Rotary Since 1983
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after a number of laps to determine camber, toe, tire pressures, shock settings i am thinking i will run each car 5 laps.
in 87 i had 7 poles in 12 SCCA NAT CENDIV races and generally ran only 3 laps in qualifying. after 3 laps the tires lose grip and you go slower.
i plan to run 5 laps as hard as i can and have the MSD GPS datalogger onboard so we will know every lap time, be able to get section times, and pull up speed at any point on any lap.
that should do it. i will also log my PFC maps so everyone will know how much boost i am running.
hc
in 87 i had 7 poles in 12 SCCA NAT CENDIV races and generally ran only 3 laps in qualifying. after 3 laps the tires lose grip and you go slower.
i plan to run 5 laps as hard as i can and have the MSD GPS datalogger onboard so we will know every lap time, be able to get section times, and pull up speed at any point on any lap.
that should do it. i will also log my PFC maps so everyone will know how much boost i am running.
hc
06-02-08, 05:38 PM
#82
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This sounds fun!!
Have the Horsepower and torque figures been posted on Howard's RX-7? If it's in his sig, I'm still too much of a newbie to read it. If I overlooked it in the thread, I apologize.
Scooter
Have the Horsepower and torque figures been posted on Howard's RX-7? If it's in his sig, I'm still too much of a newbie to read it. If I overlooked it in the thread, I apologize.
Scooter
06-02-08, 05:46 PM
#84
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weight details at 25 inch ride height:
rotary
weight dry 2913
rear weight 51%
inside (right) weight 51%
cross weight 51%
front 718----713
rear 713----769
LS2
weight dry 2825
49% rear weight
48% inside weight
48% cross weight
front 676----770
rear 722---- 690
//////RF was initially, and wrongly, reported as 827./////
corner weights w 33 pounds of gas onboard.
88 pound advantage over my rotary FD.
we will be doing a bit of adjusting cornerweights on the LS2, though i am not happy w the static distribution. jacking a ton of weight around w ride heights is less preferable than building it right from the start.
hc
rotary
weight dry 2913
rear weight 51%
inside (right) weight 51%
cross weight 51%
front 718----713
rear 713----769
LS2
weight dry 2825
49% rear weight
48% inside weight
48% cross weight
front 676----770
rear 722---- 690
//////RF was initially, and wrongly, reported as 827./////
corner weights w 33 pounds of gas onboard.
88 pound advantage over my rotary FD.
we will be doing a bit of adjusting cornerweights on the LS2, though i am not happy w the static distribution. jacking a ton of weight around w ride heights is less preferable than building it right from the start.
hc
any idea on the 88lbs weight ADVANTAGE for the v8? that isnt what id expect?
06-02-08, 09:17 PM
#86
Banned. I got OWNED!!!
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after a number of laps to determine camber, toe, tire pressures, shock settings i am thinking i will run each car 5 laps.
in 87 i had 7 poles in 12 SCCA NAT CENDIV races and generally ran only 3 laps in qualifying. after 3 laps the tires lose grip and you go slower.
i plan to run 5 laps as hard as i can and have the MSD GPS datalogger onboard so we will know every lap time, be able to get section times, and pull up speed at any point on any lap.
that should do it. i will also log my PFC maps so everyone will know how much boost i am running.
in 87 i had 7 poles in 12 SCCA NAT CENDIV races and generally ran only 3 laps in qualifying. after 3 laps the tires lose grip and you go slower.
i plan to run 5 laps as hard as i can and have the MSD GPS datalogger onboard so we will know every lap time, be able to get section times, and pull up speed at any point on any lap.
that should do it. i will also log my PFC maps so everyone will know how much boost i am running.
1987 was a long time ago, Howard
06-03-08, 02:50 PM
#87
http://www.speedsourceinc.com/index....late=mazdacars
I looked under the hood of the black one about two weeks ago at Laguna Seca, and the housings said 13B on them.
06-05-08, 02:58 PM
#90
weight details at 25 inch ride height:
rotary
weight dry 2913
rear weight 51%
inside (right) weight 51%
cross weight 51%
front 718----713
rear 713----769
LS2
weight dry 2825
49% rear weight
48% inside weight
48% cross weight
front 676----770
rear 722---- 690
//////RF was initially, and wrongly, reported as 827./////
corner weights w 33 pounds of gas onboard.
88 pound advantage over my rotary FD.
we will be doing a bit of adjusting cornerweights on the LS2, though i am not happy w the static distribution. jacking a ton of weight around w ride heights is less preferable than building it right from the start.
hc
rotary
weight dry 2913
rear weight 51%
inside (right) weight 51%
cross weight 51%
front 718----713
rear 713----769
LS2
weight dry 2825
49% rear weight
48% inside weight
48% cross weight
front 676----770
rear 722---- 690
//////RF was initially, and wrongly, reported as 827./////
corner weights w 33 pounds of gas onboard.
88 pound advantage over my rotary FD.
we will be doing a bit of adjusting cornerweights on the LS2, though i am not happy w the static distribution. jacking a ton of weight around w ride heights is less preferable than building it right from the start.
hc
Do you expect the additional percentage of rear weight in the FD to help you on the course? Additionally, do you expect the 88lbs. difference to really come into play? Sorry if you've answered that already. I didn't see it in the thread.
06-05-08, 03:29 PM
#91
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I had a 99% complete 13b-rew long block shipped to my house, it had everything needed to make a complete engine but the clutch (flywheel was there). Even the stock intercooler and ducting was there. The shipped weight was just over 400 pounds as verified by a certified scale.
The receiving freight company even re weighed the pallet because I thought that was excessive and that I might have been over charged on shipping and it was dead on.
Further a stock Mazda trans weighs significantly less than a T anything.
The LSX and REW assembled engines are clearly very close in weight but i would put my money on the REW being slightly lighter, and that is factoring in all the crap that makes the engine run (manifolds etc) without that stuff the 13B "short block" is under 200 pounds.
The receiving freight company even re weighed the pallet because I thought that was excessive and that I might have been over charged on shipping and it was dead on.
Further a stock Mazda trans weighs significantly less than a T anything.
The LSX and REW assembled engines are clearly very close in weight but i would put my money on the REW being slightly lighter, and that is factoring in all the crap that makes the engine run (manifolds etc) without that stuff the 13B "short block" is under 200 pounds.
06-05-08, 04:02 PM
#92
Racing Rotary Since 1983
Thread Starter
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since the fds are pretty equal weight wise it will probably be a tossup from that aspect. i carry a bit more weight but it is better located. i doubt if weight will be much of a factor. relative performance will be decided by the motors.
as i built my fd, starting in 99, i wanted to make it a serious dual purpose car. weight and it's distribution have been important from day one.
for instance, i am not a fan of front mounted intercoolers because they add so much front weight being at the absolute, well almost, nose of the chassis. they also block airflow to the radiator which might be fine offtrack but not ontrack.
no PS... the car doesn't need it. PS negates road feel. PS carries w it a bunch of front weight.
no AC... see above
OTOH, where power is involved i won't hesitate to add a few pounds.
i designed, built and run my own turbosystem. i run two Garrett TO4s. each rotor separately runs one turbo. each turbo has it's own 3 inch downpipe. each turbo has it's own wastegate. each turbo has it's own feed into the intercooler. so there's a bit of extra weight. there's also 84 lbs per minute of air available at 23 psi boost. i have 10,000 miles on my twins and they now are fully developed.
i run the largest ASP intercooler. it is heavy. i run a Jacobs F3000 amp for each leading sparkplug. both amps are in the package compartment behind my seat for rear weight. i run a MSD HVC2 ignition coil on each leading spark plug. they are large and heavy. they make a ton of long lasting spark.
central to my motor is my AI system which adds a few pounds but makes for a happy knockfree motor at any PSI on pump.
other items in the front are the RacingBrakes... 13 X 1.26 inches thick rotors. a Speedway Engineering front bar. the LS2 car was wearing it's similar front bar when weighed... it was weighed prior to installing the RacingBrakes.
in the rear i have a Jaz 4 gallon cell for my methanol. a methanol pump, a Banzai diff brace & larger rear rotors.
my wheels are light, around 19 pounds but my tires are large-ish being 255 & 295 18s. i do have a rear wing which is very light. other smaller items: an FJO Peak and Hold module, FJO AFR module, FJO AI module, J&S Knock sensor retard, Kenne Bell Boost a Pump module, Garfinkle Engine Torque Brace, a lateral front strut bar.
of course if i wanted a track car there is another 500 pounds that could be taken out but i have been there and done that. i enjoy driving my car all summer.
one of these days i will post a picture of it w my windsurfer and two masts on the roof and my sails and a boom inside. when the wind winds up my FD is at the beach and i am ripping on the water... dual purpose
hc
as i built my fd, starting in 99, i wanted to make it a serious dual purpose car. weight and it's distribution have been important from day one.
for instance, i am not a fan of front mounted intercoolers because they add so much front weight being at the absolute, well almost, nose of the chassis. they also block airflow to the radiator which might be fine offtrack but not ontrack.
no PS... the car doesn't need it. PS negates road feel. PS carries w it a bunch of front weight.
no AC... see above
OTOH, where power is involved i won't hesitate to add a few pounds.
i designed, built and run my own turbosystem. i run two Garrett TO4s. each rotor separately runs one turbo. each turbo has it's own 3 inch downpipe. each turbo has it's own wastegate. each turbo has it's own feed into the intercooler. so there's a bit of extra weight. there's also 84 lbs per minute of air available at 23 psi boost. i have 10,000 miles on my twins and they now are fully developed.
i run the largest ASP intercooler. it is heavy. i run a Jacobs F3000 amp for each leading sparkplug. both amps are in the package compartment behind my seat for rear weight. i run a MSD HVC2 ignition coil on each leading spark plug. they are large and heavy. they make a ton of long lasting spark.
central to my motor is my AI system which adds a few pounds but makes for a happy knockfree motor at any PSI on pump.
other items in the front are the RacingBrakes... 13 X 1.26 inches thick rotors. a Speedway Engineering front bar. the LS2 car was wearing it's similar front bar when weighed... it was weighed prior to installing the RacingBrakes.
in the rear i have a Jaz 4 gallon cell for my methanol. a methanol pump, a Banzai diff brace & larger rear rotors.
my wheels are light, around 19 pounds but my tires are large-ish being 255 & 295 18s. i do have a rear wing which is very light. other smaller items: an FJO Peak and Hold module, FJO AFR module, FJO AI module, J&S Knock sensor retard, Kenne Bell Boost a Pump module, Garfinkle Engine Torque Brace, a lateral front strut bar.
of course if i wanted a track car there is another 500 pounds that could be taken out but i have been there and done that. i enjoy driving my car all summer.
one of these days i will post a picture of it w my windsurfer and two masts on the roof and my sails and a boom inside. when the wind winds up my FD is at the beach and i am ripping on the water... dual purpose
hc
06-05-08, 04:45 PM
#94
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06-06-08, 01:19 PM
#98
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I can't answer for Howard, but in my neck of the woods Menomonee Falls area, it's generally pretty hot and humid in summer like for maybe a handful of days. The humidity is what the killer is around here. Otherwise I would classify the days as mild, I am rarely uncomfortable.
A/C and P/S is overrated anyways, i eliminated both this winter and couldn't be happier, I never used the a/c previously anyways. The weight savings where somewhat substantial but I am sure Howard has better information on this, I didn't weight anything.
A/C and P/S is overrated anyways, i eliminated both this winter and couldn't be happier, I never used the a/c previously anyways. The weight savings where somewhat substantial but I am sure Howard has better information on this, I didn't weight anything.
06-06-08, 08:46 PM
#99
Racing Rotary Since 1983
Thread Starter
iTrader: (6)
"How much weight do you save by removing A/C and how much for P/S?"
i haven't weighed the components. there are lots of reasons to relocate the components to the trash barrel.
weight of course is near the top and it is evil front weight (EFW).
the removal of the AC compressor and PS pump also allows you to remove the huge piece that fixes them to the engine. it is a monster and must go.
the removal allows you to easily change plugs and facilitates the flow of (cooling) air on the driver's side of the engine.
then there is the AC heat exchanger (radiator). it is situated in front of and blocks airflow to the radiator!!! huge bonus.
of course if you drive your fd to work and wear a suit... probably open windows aren't going to get it done. so AC removal may not work for everyone.
PS is a super win win. lose EFW and gain road feel... perhaps my favorite mod.
BTW, on topic here.... both Shootout cars are manual steering and no AC.
there have been a few ?s as to when...
i don't have a firm answer. the wheels will arrive during july. Aaron is awaiting steel rear fender flares. the 3.90 rear gears should be in the car next week. i have to dyno my car, probably within 10 days. we still have a bit of cleanup on the LS2 car... nothing major. so it looks like august. i will be ontrack w my car to do some initial chassis tuning immediately after my dyno work is complete.
hc
i haven't weighed the components. there are lots of reasons to relocate the components to the trash barrel.
weight of course is near the top and it is evil front weight (EFW).
the removal of the AC compressor and PS pump also allows you to remove the huge piece that fixes them to the engine. it is a monster and must go.
the removal allows you to easily change plugs and facilitates the flow of (cooling) air on the driver's side of the engine.
then there is the AC heat exchanger (radiator). it is situated in front of and blocks airflow to the radiator!!! huge bonus.
of course if you drive your fd to work and wear a suit... probably open windows aren't going to get it done. so AC removal may not work for everyone.
PS is a super win win. lose EFW and gain road feel... perhaps my favorite mod.
BTW, on topic here.... both Shootout cars are manual steering and no AC.
there have been a few ?s as to when...
i don't have a firm answer. the wheels will arrive during july. Aaron is awaiting steel rear fender flares. the 3.90 rear gears should be in the car next week. i have to dyno my car, probably within 10 days. we still have a bit of cleanup on the LS2 car... nothing major. so it looks like august. i will be ontrack w my car to do some initial chassis tuning immediately after my dyno work is complete.
hc
06-06-08, 09:27 PM
#100
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Power steering
Howard, A little off topic but....
You mention loosing the P.S. in favour of weight savings. I am looking at this, but am afraid of what the steering feeling is like at higher speeds. I have heard at low speeds it is a pain (parking lot navigation). However I am more interested in car steering feeling and response at higher speeds. Can you please let me know your thought and experiences? Also wondering if this might impact the endurance of the driver on a race track where there may be 30+ laps.
You mention loosing the P.S. in favour of weight savings. I am looking at this, but am afraid of what the steering feeling is like at higher speeds. I have heard at low speeds it is a pain (parking lot navigation). However I am more interested in car steering feeling and response at higher speeds. Can you please let me know your thought and experiences? Also wondering if this might impact the endurance of the driver on a race track where there may be 30+ laps.