Problem with the dyno to engine ignition hook up?

 

That would be very nice, and a big horsepower gain on all other motors in the class. Why would you even bother with running a nitrous class? Arent the rules sorta against you? It seems if you could get the HP you speaking of then all motor would be the ticket and then you could hand it to Mouhler and Padillea (however you spell it) and take home some major cash. Also are you alowed to run methanal in all motor?

 

the nitrous challenge is a personal goal. and yes nhra allows methanol in the all motor class.

 

Damn, so how much of a gain in horsepower could be expected on lets say... a 200 hp n/a 13B, then switching to methanol and re-tuning? (assuming the fuel system was converted, ect ect,)

 

I would get a FB
85 year <----- nothing older

very easy to get light compared to any other model
2nd gens and 3rd gens have to remain IRS in all motor

you can put a 9" as long as you use the stock shock location

ALL Motor needs more rotaries in the class
and eaier on the wallet they any other class

 

I still can't find the pics of Ito's setup on Nopistons. Does anyone have a link?
I'm interested to see what the intake looks like!

 

Since Ito never posted a link, I wont either. Check his profile for the threads that he started on that forum and you will find it.

 

Here is some more pics of Guru's quad throttle body set up. Looks great!!!

 

...all of Ito's hosted pics of his RX3 = d0wn...

...but I do know a couple pics from my ITB quest a few months ago...

Ghetto;


Pimpshit;


...myself; I'm planning to run GSX-R1000 TB's and a custom AL manifold. It doesn't look like I'll be able to stage the throttle openings... damn that's a lotta air at once...

 

You've never seen one of the old dual DCOE manifolds?

 

i always thought those manifolds had seperate runners for each rotor, not shared runners for each set of ports.
but i guess i'm mistaken...anybody have pics? i'll try to find some for myself...

edit: are you talking about using universal dual DCOE TBs on some sort of custom setup, or was there a rotary-specific application? because they are just simply dual TBs, whether the both primaries and both secondaries are shared is a matter of manifold setup...

again, the goal here is to keep the primaries and secondaries seperate, but at the same time connect the pairs of each

 

ghetto ... I'm offended (budget is closer I think )

 

here is the link to Judge Ito setup

http://www.nopistons.com/forums/inde...c=31275&hl=rx3

 

Dual DCOE = two DCOE carburetors, one per rotor.

There aren't too many out there. TWM used to sell them. Allegedly they had the power capability of a 48IDA but with much better driveability, when used with 40DCOEs and 32mm venturis (the proper 5:4 ratio the carbs were designed for)

 

well, i assume the dual DCOE setup would be a sidedraft? of course you are going to have better driveability based on the intake runner length alone...

but, as i said that is not what i am looking for (and i'm not talking carb anyways). in fact if i wanted one (or two) TB for each rotor, i could just use a weber LIM, and and do an ITB setup that way...HOWEVER, to explain again:

SHARED runners for the primary ports, and SHARED runners for the secondary ports...however the intake stream never mixes between the primary and secondary...does that make sense? look at the stock FC NA manifold for what i mean...

- Aaron

 

do you mean the rotary engineering dual 32dcd setup? that one works well too

 

No, dual sidedrafts.

coldfire, I don't understand what you want... one throttle plate for both primaries and one for both secondaries? The stock manifold already does that.

 

i know it does that, and it does it well for the stock engine. i'm talking about optimizing, especially top end, for something such as a bridgeport...

 

How does an ITB setup on a turbo charged engine work? Is it even necessary? What are the advantages and disadvantages?

Jacob

 

Well I think you would need a huge *** plenum. Something soo large that it would add lag. Then I think tuning would be a real bitch. Anyways I'm just guessing. LOL Someone with the real experiance here is sure to answer.

 

you know, i was thinking about this the other day...actually for a supercharger, not turbocharger. my mind goes off on lots of tangents sometimes...

anyways, if you have turbo AFTER throttle, ITB would be useless i think. not quite sure though...

i'm more interested in custom manifold for supercharger, that way you can get rid of the huge stock intake and place SC right on top of the block, where it should be. it would be cool to see...

 

Check out this crazy turbocharged set up.