Logan,

So the E-Tech series would be suitable for a street car right? Good idle, driveability etc.?

 

Correct, drivability will depend mostly on the intake chosen however. If using the completely stock intake and semi p-ports it will be very drivable.

 

Is the stock intake able to achieve 400whp?

 

^ Possibly with a full bridge. So far Logan has the most HP I've seen out of regular ported side plates.

 

Yes, I have made 421rwhp with full stock intake manifold, all stock throttle body and semi p-ports added. Hard to beat for the simplicity.

 

Here are some updates that have been done over the months--



Removed the windshield and fabricated some a-pillar plates



Had some rotor hats cnc machined to adapt the nextel cup/alms braking system to the Rx-7. These are monoblock, radial mount, titanium insert staggered piston calipers. And Performance Fiction dimpled rotors with full floating mounting.





Remade the rear exhaust system, to shed weight and possibly free up some more horsepower. This system was 60lbs lighter once complete!





Went to some new wheels, enkei Rp-f1 18x10.5 on all four corners. Then wrapped in hoosier R6's. 285 up front and 315 in the rear. These dropped over 34lbs off the car total.



Fabricated the fuel cell and drysump enclosures to meet the SCCA and NASA rules, and finally mounted the ATL drybreak system. Also made the drysump tank vent tubes with built in catch can.

 

Some body shots with the new revisions-






GT wing, carbon hatch, and rear diffuser will be next once we get more time!

 

Car looks killer Logan.. but why is it surrounded by mustangs? haha

 

nice build!!!!

 

Functionally gorgeous!

 

You shaved 60lbs from the exhaust system?? what in the name of buddha did you make out of in the first place, iron ore?? LOL.

all joking aside, have you made the new exhaust from titanium?

 

Logan... how much power are the Speedsource cars making? Have you spoken with or had a chance to compare notes with their engine builder? He's a young guy.... can't remember his name. Anyway, if you attend Sevenstock there's a good chance you could meet up with him to chat and compare technical info (if you haven't already). Looking forward to seeing you, Gordon, and hopefully Rich this Fall in Irvine!

 

Close

^

20B Three rotor rotary engine (1,950cc)
Max Power 425HP @ 8500RPM
Max Torque 285 ft-lbs. @ 7600
Max RPM 8800
Dry Sump Lubrication
Bosch 4.3 ECU

(http://www.speedsourceinc.com/index...._profile_id=59)

Everytime I take a peak into this thread.. It makes me want to make a new post in the "FD for sale section"... and start over again.. LOL

Also we met at gordons Dyno Day a month or so back.... I was the Black FD from NY, we hung out at that pizza spot after. Anyway Here are some Pics I took of the headers you did for gordon. Feel free to use them on your site.

 

Are you going to keep the spoiler AND get a GT wing? Or ditch the duck tale?

I like the duck tail.

 

this car scares me and i love every bit of it!

 

Hahaha yeah, the custom muffler I made was a bit over the top. It was massive and quad pass, making it very quiet. Too quiet and too heavy. So I re-made the rear section, with just a single 3.5" and two borlas. So lots of weight lost for sure!



Speedsource keeps getting harsher rules and restrictions placed on them. Porsche complained enough to make that happen lol. So now they are 425 flywheel horsepower or roughly 375-385rwhp. Keep in mind that is rpm limited to 8800 or so. Havent ever spoke with them but hopefully will at some point soon. Yeah I remember you, that was good pizza Yep those are the speedsource specs at the flywheel. Too bad they have such hard restrictions to deal with now. Thanks for offering us to use the photos, they look great! We definitely will put them on the site.





No, removing the duck tail and going GT wing. I would love to keep the duck tail but its a 60's design and would get my *** kicked by cars running GT wings. They have way less drag and much more downforce.

Thanks a bunch Gordon, I always considered sheet metal interior work my biggest weakness so was happy it turned out pretty clean. It is at 2420lbs now, very good guess!



Haha thanks! It scares me a little on the racetrack too, lol. Trying to order that driving skills package so I can keep up with it!

 

So friday I finally did get a chance to visit the dyno. Had a strange feeling it wasnt going to go well for some reason. Keep in mind the only thing that changed is the header back exhaust system. First pull was 390rwhp...... ouch. New exhaust lost some power and was richer than before. After a re-tune it was up to 405rwhp, which is still 30hp down. Figured I would post this to show that its not all fun and games going for more power n/a. They are very sensitive engines and all the details count. No big deal, the new exhaust needs some tweaking and the power will be back soon. So here is the chart to show the stellar losses

 

Bit off a bummer that. I'm sure you will squeeze those numbers back. Have you ever tried running the exhaust off on the dyno? Just the headerssticking out of the behind the front wheel?

Or is just full pp engines that benefit from that? As when I emailed racing beat, with some questions about running a 13B pp in my rx4 (sadly now I'm going full bridge BW turbo) jim mederer said to run a short exhaust as possible with a pp straight out behind the front wheel.

This couldn't be an option as it has to driven on the road.

 

I think that the short exhaust would mainly benefit a full pp, due to reducing the back pressure and in turn reducing the overlap that a pp engine has.

Tuned length exhausts may be better for the setup we are looking at here as we have a blend of different ports and scalloped rotors? I think?

 

I havent tried open header on this car, but I did many runs with our test mule first gen. Which it lost power across the board, even up top. The header lengths that we are using are much different than most and work best with quieter and smaller exhaust systems. At first glance I would say to make my 3 rotor work with a open header the length and collector would need to be changed.

Seeing as impractical open headers really are even in a track setting, I probably wont do much testing in that area for a while. Optimized correctly, it could make a bit more power though.


Yeah exhaust systems are definitely complex. Everything I have done so far shows either a complete gain in power everywhere when its spot on, or a complete loss of power everywhere when its not optimal.

On a side note, it seems that if the setup is not optimal and not seeing ram effect, then a change will only effect one area of the powerband. This effect is still much less than optimized exhaust system.

A full p-port does want less back pressure than semi, and sideport needs a decent amount more. A full p-port can like all types of lengths though, so its hard to sum it up. Would change from engine to engine even.

 

Just looked at your dyno read out. It is probably the first time I have looked at one and understood what I'm looking at if I'm honest.

Am I right in saying that you HP peaks around 9,600 rpm and appears to level out flat? Do you think your engine could produce power above and beyond 10,000 rpm?

Or would you say that to make more power beyond 10,000 rpm to say 12,000 rpm a full pp would be better to achieve that?

Are you in the process of building individual throttle bodies for each individual port? Or did I read that somewhere else?!

Would individual TBs yield better throttle response?

 

Yeah it would make power to 11k, might make power to 12k. At its current setup it cant make MORE power after 10k, but if the intake was shortened further then maybe it could. I have played around with the idea of putting a center bearing in the engine and make it capable of 11.5-12k rpm but that is on down the road.

Yes the ITB system is almost done, and then testing will start.Yep, should have even faster throttle response which is already extremely fast. Here is a teaser pic of the semi p-port slide throttles

 

When you say slide tb, do you mean a flat slide? Like on a carb'd air-cooled 2stroke?

As opposed to a butterfly style tb.

What arethe advantages to a slide tb? Increased flow due to the restrictor (only word I can think to describe it) being moved out of the airflows path versus a butterfly which still is in the way?

 

Exactly. Since his Auxiliary ports (the pp's) don't activate until over 50% throttle, and once they do they go full 100% pretty much instantly (I think), the slide throttle creates less air resistance. Maybe even a better transition, not sure on that one though.

But, I think the biggest advantage is being able to position the throttlebody as close to the port face as possible, reducing the distance between the closed throttlebody and the intake chamber, which should let it idle and run smoother in low-loads due to less intake contamination. You wouldn't be able to get other types of TB's to seal that close to the block. Plus I'm sure he'll be keeping those runners nice and short too to boost power in the upper RPM

Logan, how do you seal the flat slides anyways?

 

bad *** build!