I know that no-one on here will be impressed with these numbers but just thought some might find it interesting to see what is possible with the Renesis.

Turbo : Garrett G30-660 1.01
Manifold : custom fabricated log style low mount.
Engine: Renesis on E40 with rx7 apex seals and dowelled.
Exhaust : 3" main with separate WG exhaust
Intercooler : custom vertical row
Tune: myself using Mazdaedit
Power : 415whp @ 15psi

 

That looks beautiful.
Who did the engine if you dont mind me asking?

 

thanks for sharing, i haven't seen a Renesis dyno in maybe a decade? that is a nice looking power curve

 

That's actually not bad, count me as impressed! I don't know much about the renesis but one day I hope to add one to my fleet. And now that I'm seeing what's actually possible, buying a series 1 and slapping on a turbo is an option. Thanks for sharing!!

 

Cheers. When I compare it to what you guys get on the REW I notice that at 15psi , I can't match the torque in lower rpms , but as the APVs open the Renesis gets pretty much the same power as an REW on a similar sized turbo. Much past this power level and the Renesis is pretty much hopeless though.
Engine was built by Mark Haynes here in NZ.

 

thats awesome numbers, Marks doing my new motor at the moment, dam lockdown I cant go get it, Im about to respline/shorten my ford exploder axles so it should be all go when the engine comes back

 

Love that flat torque curve! Do I recall correctly that you had a G25-660 with 0.92 A/R on it before? If you did, are you able to overlay data between the two?

 

You must be thinking about this guy : https://www.rx7club.com/single-turbo...us-r5-1152962/

 

looks great! is it a 6 port? why stop at 7500 rpm?

 

Yes it's a 6 port .
We stopped at 7500 because I've had some nasty detonations with previous engines at high rpms at those boost levels. My theory is that exhaust ports become flow choked and the engine then starts to recirculate a ton of exhaust gas. For the street I just dump boost at around 7300 and rev it out to just over 8000.

 

Yup, that's the one. Thanks. It looks like he hit ~14-15psi at roughly 3500-3600rpm. Hard to tell due to the lack of resolution in the plots. And noted vacuum leak. And he's on the 13b and different turbo setups. That all said, you're spooling up the G30-660 with 1.01 A/R only a couple hundred rpm behind the G25-600 with 0.92 A/R.

 

Yes , and the cast stainless manifold I'm currently running has improved spoolup by a couple of hundred rpm. I also have a 0.83 A/R housing I'm about to try. I'm expecting further spoolup gains there while still being able to make 400whp.

 

I'd guesstimate about 300rpm improvement in spool-up with the 0.83 A/R on the G30-660. Which puts you in the same area as the G25-660 with 0.92 A/R. Well, I'm glad to see my estimated performance is looking to be about right.

 

I think it will do even better than that , we will see in a a few weeks.

 

Have tested the 0.83 turbine housing to 10psi and seeing that by 3000rpm (3rd gear) . The manifold for the 1.01 was fabricated ms and this new one is cast stainless which has def. helped with spool also. It's looking like the improvement will be more like 400rpm to 15psi. So your prediction was about right.

Also seeing 1-2psi less emap than the gtx3582 0.82 I had on the car just prior to this test.

 

Awesome. I just saw your posts on the other forum too. G30-660 making more power than the GTX3582 shows the G30-660 is really working at peak efficiency at your current power/flow levels; the GTX3582 would become the more efficient one at higher flows of course. It also shows how that even though the 0.83 A/R turbine housing of the G30 flows less than the 0.82 A/R of the GTX35, the greater overall turbocharger efficiency (compressor and turbine) results in less EMAP. And more power.

Pretty simple. Higher compressor efficiency means less turbine power required. In this case, it looks like 3 points of compressor efficiency where you're operating. That's 3 points over 79%, or about 4% less turbine power required by the G30-660 compared to the GTX3582R. That's not enough to account for 25whp, or roughly 7% power gain. Turbine power is a combination of exhaust gas temp, exhaust gas mass flow, pressure ratio, and turbine efficiency. Assuming the exhaust gas temp is the same, we know you're seeing less pressure ratio (lower EMAP) and lower exhaust mass flow (turbine maps), so the G30-660 turbine efficiency should be higher. And the much lower rotational inertia shows up in the transient response you're feeling.

A bit more direct comparison that I've brought up before is the G30-660 in the 0.83 A/R vs. the G25-660 in the 0.92 A/R as they share the same compressor wheel. The 0.83 A/R of the G30 has slightly lower turbine flow than the G25 in the 0.92 A/R, but it should have much better efficiency due to better blade speed ratio from a better pairing of turbine and compressor wheel sizes. So the G30-660 in the 0.83 A/R will spool up faster and make more power than the G25-660 in the 0.92 A/R.

 

Over half of that gain was just from slightly higher boost .... The boost log for 3582 tapered down at peak rpms by 1psi whereas the G30 holds full boost all the way.

 

Hmm.. Thoughts on why there was the boost control issue with the 3582? Or were you limiting based on EMAP?

 

Just looking at the boost logs, the 3582 lost like 0.7 psi from a 0.5 psi lower start point vs the G30 losing just 0.3psi ... It added up to 1 full psi difference between the two at peak which is worth around 14whp.