Good good, push that engine back so it can hope to handle as well as an FD again instead of being stuck handling like a Supra!

 

Thanks,

Have definitely considered moving it back, but I actually like the feel of it. It still has great turn-in response, doesn't seem to push much, although I haven't been on the track yet. It does appear to be less twitchy as if it doesn't try to over-steer as easily. I think the weight of the front two rotors or extra rotor on a 20b might be a tad bit overstated in terms of its under-steer affect. I'm going to get the car corner balanced and see what we come up with, will be interesting to see the distribution

 

 

I might have missed it - but who made the radiator btw? Ron Davis?

 

Fixing more PPRE trash

Thanks to Chip Ursu for properly cutting and machining the rotors as required by a race engine

 

Another note,

Some of you may be attending the event DGRR. While its great that an event like this exists for rotary enthusiasts, please be aware that the organizer(s) of this event have specifically chosen to bring on P.P.R.E as a main sponsor of the event. The question is, why after seeing compelling evidence, and having no involvement with this company, would an event coordinator step in between and promote such a company from overseas ? I would surely hope that those of you on this forum who have followed this thread can now clearly see exactly what is wrong with the rotary community, and why customers get mislead to companies as such. They can try all they want but this train isn't stopping for anyone.

More info coming soon on this engine rebuild. I"m headed up to detroit this weekend to personally meet the machinist and the engine builder for more details on what was done with the eccentric shaft and how the engine was corrected and prepared for the upcoming assembly.

 

Why would the DGRR organizer choose to include an overseas sponsor with no ties to the event (and has probably never heard of the event)? Because he's petty and has a personal vendetta against you. Simple, and I've seen it first hand. It sucks that this small community is petty and divided, but that's just the way it is.

 

It's also a slap in the face to the other sponsors there that are having to fix the garbage that they sent over here.

 

Dude only invited PPRE to sponsor it because of all this. Its directly about you and this car, he's just not man enough to peel his own bannana so he went the petty childish route to instead irk you by repping them.

He's trash and between him and PPRE they deserve each other.

But my rotor opinion is irrelvant since Ive been banned from DGRR. I was guilty of having a running car, saying adaptronic sucks, and believing that plastidipped cars that dont run are gay and BAM DGRR card revoked. Internet social self help is pathetic.

I'd rather be banging out real news wrench time making moves to get the beast running than playing 380hp push car social circle jerk run by a cuck like him.

Skeese

 

 

Great trip to Detroit and Indiana to meet with Chip Ursu and Zachariah Richardson. Picked up the 10-page engineering blueprints of the crank shaft. We're going to make them in the USA now. Congratulations PPRE you played yourself.

Editing the video now of this past weekend

 

Few pics of front end work underway,

Still need to pic what color plastidip to go with for the engine bay

 

holy hell man your a savage lol

 

 

f*ck yo couch

 

might as well have fun right

 

Surf board for your pleasure

 

Goldilocks and the 4 rotors

Gen2 GTX5533 94mm

 

**** is about to get ******* nuts,

lexan rear windshield on the way, which will be cut, and fitted with NACA ducts. We're currently cutting out the rear decklid to mount the water-to-air charge core in the hatch. The decklid will close and mate to the rear hatch mounted cooler. The NACA ducts will capture the air flowing across the rear window, forcing it into the hatch, which will then vent through the rear mounted cooler. A lexan firewall is building fabricated between the hatch and the driver area with bulkhead fittings for the cooler lines. Lastly, chassis mounted spoiler that mounts through the bumper directly to the frame, with a full replacement bumper support beam integrated to the chassis mounts. Then the 2 gallon fuel cell will gravity feeed from the hatch down through a 12an up to the hex driven weldon mechanical pump, of course being topped-off continuously like a surge tank via an in-tank low-pressure high volume pump. Fuel pressure will be 90psi base with 110+ in boost. Excited to see how the atomization improves

lets see how it unfolds

 

Smashed in rear glass with a sledgehammer because its fun

 

 

+1
I only have experience with the Waterman pumps and e85 (engine dyno application) but they need to be rebuilt after 10s of hours. Hard to imagine they would be appropriate for a vehicle.

 

Be careful of running such a high base fuel pressure, not all fuel injectors can handle opening against that much pressure. I know someone who tunes a few fast Honda drag cars and he has encountered misfires when trying high base fuel pressure, those were solved by turning the base pressure back down to what they usually ran.

Are you planning to have a fan on the rear mounted charge cooler? NACA ducts are a good way to get airflow without paying huge drag penalties, but a fan will really help the heat exchanger work well. As for duct size, it's been years but I think the engineering texts said the duct opening should be 60-70% the area of the heat exchanger. About 30% of the heat exchanger surface is fins.

 

This thing is going to be a tough fit lol

 

turbo peaking out the hood makes me smile

DP out hood or side as well? wonder if you can put some 5" exhaust cutout and punch 2" hole in it and close the flap for normal cruising. that should cut down noise somewhat? looked like you enjoy driving the car to the events. it may help, or it may blow that flap off the DP with a few backfires!