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that’s why I suggested posting the log time, and you beat the G30-770 result as I commented/expected. Many FD3s here use the RX8 4.444 rear gear and I recall you have the RX8 5-spd with same FD3 gear ratios. If anything, the RX8 is several hundred pounds heavier and not in your favor. Which further emphasizes the FD3 G30-770 result as not being good at all against your Renesis G30-660 result.
Good job!
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Thanks
I have always thought that running an ethanol blend will outperform a similar setup running water/meth at the same boost . Agree with rx7srbad in that respect.
if anything, it suggests that your large port is maybe not so large, we only had your say so from the beginning.
yes, a G30-660 is going to max out at 60 lb/min ~450 hp who based on the compressor limit, so turning up the boost wick only results in hitting that wall at a lower rpm, and then that’s all she wrote regardless. Which there is a G30-770 and also a G30-900 to address it. The RX8 also has some limitations on a low mount configuration compared to an FD3.
The Renesis also has 10:1 rotors and no overlap port timing. So it has limitations compared to an REW. Strictly from a start speed- stop speed test though, it’s still nipping at your heels despite being maybe 400 lbs heavier - a point missing from your own evaluation. I think you’re missing the overall point though.
Which is, my doubt it will make much difference how high the boost is turned up. Because I not only don’t see your current setup exceeding the capability of a G35-900, my assessment is that a G35-900 with the twin scroll 1.06 A/R housing and proper twin scroll manifold would result in better 100 - 200 kph performance than you’re ever going to see from the G35-1050 with 1.21 A/R housing using the current engine configuration.
There’s an inherent advantage to a twin scroll setup on a 13B with it’s unique 2-rotor exhaust cycle pulsing. Whatever you do going forward, I hope you’ll recognize and take this into consideration.
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The above comparisons contain misconceptions which are misleading I would likely to clarify objectively for the benefit of all.
Comparing a non-draggy verified result of the G30 660 with Draggy GPS verified results from the leaderboard is like referencing an unverifiable number and attempting to draw a comparison. Despite my appreciation for the G30 660 results, the absence of valid and verified draggy GPS data for the 100-200 kph range renders any comparison unreliable and misleading. The 100-160 kph figure for the G30 660 is not draggy verified and cannot be compared against the Draggy verified dataset. The only objective way to compare would be for the G30-660 owner to conduct a few draggy verified runs in the 100-200 kph range and subsequently share the results. In summary, for the data on this thread to be meaningful, repeatable and achievable for prospective owners looking at copying a setup on the leaderboard. My recommendation is to rely on the Draggy verified GPS results and use the dyno numbers with a pinch of salt. Disregard any unverified numbers and conclusions/ comparisons drawn in this regard.
Concerning your statement, "Because I not only don’t see your current setup exceeding the capability of a G35-900," there is limited data available on another 13b Street port utilizing a G35-900. Collette Davis has employed this setup in her S13 DCT with a 13b street port. Data pulled from the below video for all to validate.
In summary, the G35-900 made 522hp and 405 lb ft on the dyno using an Ethanol blend fuel, running approx 27psi using CF:STD Smoothing: 5
100-200 - not tested / unknown!
The G35-1050 made 516hp and 382 lb ft on the dyno using pump fuel and a very conservative tune, running approx 22psi using CF:STD Smoothing: 5
100-200 - 6.5 - 6.6s range.
I'm afraid, there are no draggy verified results available for the G35-900, preventing a direct comparison of real-world performance. In my subjective view, the 13b with a 7-speed DCT is likely to feel as if it possesses an additional 50hp-100 hp due to those seamless shifts, eliminating time lost during manual shifts and turbo lag post-shift. Take the DCT advantage away and put in an oem manual and rear end, the 100-200 would be really interesting.
I dont disagree there are inefficiencies within my setup (vband 1.21ar and hks cast mani) and also not hiding from it. I've always mentioned my results are on the conservative side. Meaning, prospective owners can go down a more efficient route and use a T4 twin scroll manifold and a T4 turbine housing to get better response leading to better real world results.
If a G35-900 or G30-900 is faster in the real world at similar boost to a G35-1050, I welcome it and look forward to the verified draggy 100-200 results.
In summary, when we examine the available Draggy results on the leaderboard, there are some really good results with a wide spread capture of different setups. I am missing Omar's 13b DCTs, which i have no doubt will set a benchmark and it would be great to also get Collete's 13b DCT 100-200 captured via draggy.
Despite unfavorable weather affecting my RX7's 22psi setup testing, stay tuned for updates. Regardless of the outcome, I'm committed to sharing the verified reports. Exciting times ahead!
Oh no.. I'm good doing the 100-200kph or the 60-130mph runs.
Those higher speeds can be done by someone else.
Also gonna try some runs this weekend, will see if I can better my time. What’s your technique for doing your 100-200kph run?
Steve
No doubt, its a bit scary to get to 250 kph and beyond in the 7.
Technique - 3rd gear hold and stabilize at 3k rpm, when safe to do so.....go WOT, I tend to shift up around 8500rpm and then rev to just beyond 8krpm in 4th gear. That gives me a 60-130mph and 100-200kph draggy capture. On your setup....shift up wherever your redline is in 3rd gear and 4th gear. Try different shift points and see where your setup is happy. I found the higher the shift point is in 3rd gear the faster the draggy time. For e.g. if i short shift at 7krpm in 3rd it will result in a slower draggy time for me.
the correct statement is that you don’t know of the results.
when you calm down and recognize that it was only a pin ***** of an opinion and not a nuclear strike on your entire life, maybe you’ll think it through better and come to understand that you’re going to need more airflow through the engine to get where you want to go. Even a G40 isn’t going to overcome what’s really holding up the show here imo.
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No doubt, its a bit scary to get to 250 kph and beyond in the 7.
Technique - 3rd gear hold and stabilize at 3k rpm, when safe to do so.....go WOT, I tend to shift up around 8500rpm and then rev to just beyond 8krpm in 4th gear.
That gives me a 60-130mph and 100-200kph draggy capture. On your setup....shift up wherever your redline is in 3rd gear and 4th gear. Try different shift points and see where your setup is happy. I found the higher the shift point is in 3rd gear the faster the draggy time. For e.g. if i short shift at 7krpm in 3rd it will result in a slower draggy time for me.
Thanks man
That's pretty much how I did my pulls, My redline is 8KRPMS, I shifted at 7800K rpms in 3rd though. I feel like for my setup there is no gain to shift beyond 8KRPMS so I don't spin it that high. I've never dyno'ed it but most 8374iwg setups start running out breath about 7500RPMs... that I've seen.
I might try a 2nd, 3rd, 4th gear WOT and see what that does for reference.
But, 2nd gear is tricky because too much throttle to early will just spin tires.
Thanks man
That's pretty much how I did my pulls, My redline is 8KRPMS, I shifted at 7800K rpms in 3rd though. I feel like for my setup there is no gain to shift beyond 8KRPMS so I don't spin it that high. I've never dyno'ed it but most 8374iwg setups start running out breath about 7500RPMs... that I've seen.
I might try a 2nd, 3rd, 4th gear WOT and see what that does for reference.
But, 2nd gear is tricky because too much throttle to early will just spin tires.
Steve
Sounds like a good plan and agree shift where you feel is best on your setup.
I tried 2nd, 3rd and 4th at 12psi a while ago when i started testing on draggy and found 2nd gear 8krpm just got me above the 100kph window and immediately needed a shift into 3rd where i lost time due to the manual shift and then again into 4th. 2 manual shifts were not optimal when i was testing. Let me know how you get on.
The past few months have been a whirlwind of activity and excitement, leaving me with limited time to update this thread. Life has been a bustling mix of projects, deadlines, and unexpected adventures. I'm eager to catch you up on the European roadtrip in the 7 cruising through European charm and an adrenaline-fueled circuit: From the historic streets of Brussels and Bruges to the coastal vibes of Dunkirk, winding through the canals of Amsterdam, a brief visit to the Nürburgring, and embracing the legendary Spa-Francorchamps. This was a road trip that combines culture, speed, and the unmistakable roar of the rotary engine
Successfully journeyed from Cardiff to the Euro Tunnel in Folkestone, continuing the adventure into France and arriving at the port of Calais.
From Calais to Dunkik Beaches!
Spotted a fellow car enthusiast on the express lane to Spa. Bit of a shame seeing such a nice car being towed to track instead of being driven. To each their own. As i'm on a road trip i'll be taking a massive a detour through the scenic route – because why not add a few extra twists, turns, and a whole lot of rotary fun to the journey? Sometimes, the scenic route is the best route!
Operation Dynamo was the evacuation of over 330,000 Allied soldiers from the beaches of Dunkirk during World War II (May 26 to June 4, 1940). Faced with German forces, the mission utilized a diverse fleet of naval and civilian vessels, successfully rescuing a significant portion of the British Expeditionary Force. The operation, known as the "Miracle of Dunkirk," marked a pivotal moment in the war, showcasing Allied resilience and adaptability.
Worth a visit if you like a bit of history...
Arrived in Bruges, Belgium, marking the end of Day 1. Surprisingly, the drive in the 7 wasn't as unbearable as I expected—it turned out to be an incredibly enjoyable experience. Ready for more adventures ahead...
Confirmed oil and coolant levels, and all systems checked out smoothly. Day 2 begins!
Made it to Bruges town center for some exploration, found a sweet spot to park the 7, and strolled down to the chocolate museum in Belgium.
Bruges was fantastic, and after a full day of exploration, it was time to set sights on the next destination...
After almost three hours on the road and covering additional pit stops in Antwerp and Rotterdam—finally arrived at the destination...
Tucked in for a few days to explore the culture and history of Amsterdam.
As the epic Amsterdam adventure wrapped up, it was pedal to the metal to reach one of the planet's best race tracks! The last dance with the 7 here was a nearly 5-6 years ago...
As I bid farewell to the Ring and set course for the legendary Spa Francorchamps—an epic track. Despite the wet and slippery conditions, chasing this bucket list moment with the 7 was all about the experience that truly mattered.
As fate would have it, crossed paths with fellow member Martin a.k.a 4packet at Spa, doubling the 7s on the scene for the day!
The Porsche 992 GT3 RS. A symphony of power, precision, and performance. The ultimate track weapon!
Talked my way into passenger laps in the RS products, picking up valuable insights for tweaking the 7's setup ahead of the next Spa encounter! I need to improve the footwork of the 7, the part throttle map and especially the brakes and put the BGW back on!
The 7 survived a rainy day at Spa, turning it into an epic adventure alongside passionate owners who share, respect and have great camaraderie. I'm planning a return next year—this time with the BGW and upgraded brakes for an even better thrill!
DANG!!!! I'm SUPER jealous... that looks like such an awesome time!
Thanks for sharing
With cruise control and A/C, I still enjoy road trips in my FD.
I drive to Deals Gap Rotary Rally and back its about 10hrs one way, such a great experience.
DANG!!!! I'm SUPER jealous... that looks like such an awesome time!
Thanks for sharing
With cruise control and A/C, I still enjoy road trips in my FD.
I drive to Deals Gap Rotary Rally and back its about 10hrs one way, such a great experience.
Steve
Thanks it was an awesome road trip! I was initially tempted to take the M3 purely for the comfort but I stuck to my forever dream car – the 7 – and couldn't be happier. The trip wouldn't have been the same without it! Surprisingly comfy for those long drives. Wish my 7 had cruise control and AC. Nonetheless, always fantastic to see fellow FD owners clocking happy motoring miles.
The money shot as the 7 ascends Eau Rouge at Spa on a rainy day, daring the elements. With the GT wing conspicuously absent, it becomes a dance of balance and finesse. The rain-soaked track becomes a canvas for driver skill and the 7 maneuvers gracefully, a testament to its inherent agility.
Round 2 - A lone 7 enters an exhilarating dogfight against a duo of 991.2 GT3 RS's at Spa. An epic track and an epic car. It's such a dreamy combination! A standout from the day, this photo brings back memories of Maverick-in-the-F14 vibes against the two 5th Gen fighters! If you know, you know!
The laps in the GT4 RS as a passenger was truly remarkable. An exceptional car for track use.
As the Spa track day came to an end, I made my way back to the enchanting retreat for the night. This place felt like living in my dream home – utterly mesmerizing and absolutely breathtaking!
Impeccable reliability showcased after completing 25 laps at Spa.
Successfully returned home without any complications. The 7 proved to be sensational on this journey. So glad with my decision to opt for the 7 over the M3. The 7 is practically begging for a spa day ! It's time for a full-blown detail inside out.
The body shop returned the wing without fixing the end plates after having it for almost a year; talk about a lasting souvenir! Oh well, it didn't take away from the road trip or the fun at Spa.
The 7 gleamed with radiance following its mini-spa day after a thorough wash and wax accompanied by a one step ceramic coat for added winter protection.
I switched out the front tires from 245/35/18 to 265/35/18 cup 2 connects and it's remarkable how this alteration has significantly improved the front end's grip in corners and braking zones. Likely slow down my draggy times....but we all know what that means...more boost!
The ultimate dream combo exuding Hella Flush vibes! Absolutely loving the way the 7 gracefully sits on the TE37 SL's, rocking 265/35/18 Cup 2s all around.
Hopefully everyone's had a good start to the year. As a new season of fun starts again, I went back to ensuring all systems are a go and did a quick test to see if the 15psi (low boost setting) is as good or in line with last year. Hopefully there are no nasty surprises from the hibernation!
I started with doing some quick back to back hits from 60-100mph (in mexico) to ensure all is in line with the previous year. Thought id spend a bit of time playing around with the injection timing and test a few different settings to see if it makes any difference in the real world?!
This year the FD has 2 big changes which will impact draggy times...effectively making it a few tenths slower. 1st change - 245 35 18 cup 2 front to 265 35 18 cup 2 front. 2nd change - BGW is back on! Both mods guaranteed to slow the car down in acceleration tests.
As i'm on the link g4+ (for now) it runs start of injection. I was running a setting last year of 270 -330deg which wasnt too bad and at 15psi at 11.1afr it ran a 60-100mph as confirmed below. I also ran 90 - 180 deg and 440 - 300deg and couple more variations, which resulted in similar or slower times. I think the best i did last year was 4.42 from 60-100mph on the G35 1050 street port at 11.1afr. Easily fast and fun for street and track use.
I spent a bit of time with the trial and error method to try and find the best start of injection numbers and settled on 90 -105 degrees which in my testing netted the best results for me! 90deg from 0-5krpm made the fd the most responsive on and off throttle and 105deg above 5krpm again made it buttery smooth and the response was the best i'd ever experienced. It was also more fuel efficient on boost. Every other setting i tried could not compare subjectively when behind the wheel. The biggest improvement in my opinion was the throttle control and linearity of the power delivery.
I re-tested quite a few different combos noted above with injection timing (took a while as the afr changed and had to spend a more time to get the 15psi back to 11.1afr, it was such a tedious process) I tested it on draggy and surprisingly, the new injector timing (90-105 degrees) shaved 0.16 seconds off my 60-100 mph at 15 psi boost 11.1afr same as last year (I genuinely did not expect any improvements and expected to be slower by 3 or 4 tenths due to the track mods). In fairness, it's not a night-and-day difference on draggy, but a significant subjective improvement behind the wheel and free performance is always a win and i pulled out nearly 5-10% fuel in the idle and cruise areas as compared to the 270-330, 420-300 options. In terms of smells the petrol fumes are eliminated.
With the baseline numbers looking good on the streetported engine, it's time to get back on the 100-200kph!
The aim is to determine if a streetported RX7 with a small turbo can consistently achieve low 6-second to high 5-second performance in 100-200 kph acceleration with the standard box and diff on pump fuel. Stay tuned to see if this setup can achieve these aggressive goals!
I was giving up hope whether a Streeport, a G35 1050 with only pump 99 fuel had what it took to run a low 6s 100-200km/h. Sooo glad I didn't give up and persevered. It was well worth the below results.
I confirm the G35 1050 on a street port has the guts to hussle into a low 6s range on pump fuel. No exotic race fuels in sight!
Here's how i did it
22psi to 5500 rpm.
23.5psi to 8000k rpm
Bleed down to 21psi to a redline of 9krpm on a street port.
This allowed the tyres to hook up and the run felt strong and effortless.
All achieved on Pump fuel - 99 RON with wmi. (no Ethanol / c16 or exotic race fuel used as base fuel). I used 60% meth / 40% water blend for my wmi mix.
I may try a 75/25 blend next but no intention of running 100% meth due to fear of pre-ignition issues on pump 99 fuel.
Achieving a low 6-second 100-200 kph acceleration with a streetported RX7, G35 1050, standard box and diff on pump fuel is a fantastic result (imo). The power hungry may disagree but i promise you for most FD owners this is easily too fast for street use and on track you will be limited by traction and suspension setup not power.
Have a look below at the weapons Auto Top NL tested via draggy in the 100-200 running close to 6.15s range.
Hitting a 100-200 time like that shows my setup's well-tuned. I'd bet it's around a true 550hp at the flywheel. Despite the dyno showing 500rwhp (about 600fwhp), I doubt it's actually running that high (dyno error likely reading too high).
The shift was very poor so i'm hoping i can pick up some time there.
The RX7 100-200 Leaderboard was updated to reflect results from rotaries only. All the engine swapped FD's will have a separate one to reflect the same.
Hitting the 5s range on pump 99 RON fuel would be a major bonus. I'm confident that switching to E40 would easily get me there without any additional boost etc.
Thrilled with the performance as I've been chasing this for nearly a year.
Next, i want to test the performance loss of the stock 5-speed manual and report back. Would be great to know exactly how much time is truly lost in a manual shift.
14-15 psi - 60 - 100mph dragy test - 3rd gear shifting at 8krpm to 4th to hit a time of 4.24s
Same as above but held 3rd gear to 8700rpm resulting in a staggering 0.4s improvement. I had data years ago which confirmed the potential time loss (theory) as around 0.4-0.5s but now this back to back draggy result absolutely confirms that!
For a budget-friendly performance upgrade, go for a street port with a 9k RPM rev limit. With this setup, you can keep the stock box and diff while enjoying a free 0.4s boost in 60-100mph sprints. It's a significant improvement without breaking the bank.
When you're pushing your setup to its limits, shaving off that extra 0.4 to 0.5s can quickly rack up costs - new diff, box, turbo, engine, harness, you name it, easily hitting the 30-40k mark. That's why I'm all about snagging free, budget-friendly performance wherever possible. With a street port capable of revving to 9k RPM, you're looking at a no-cost 0.4s upgrade, especially if sticking with the stock box.
In summary, every stock FD box shift costs approx 0.4s or more of real world performance. I feel the DCT box would be a well deserved evolutionary cycle of life improvement! Free performance without any additional strain on the engine. I know its an expensive upgrade but i think that's where im headed next when / if my stock box dies.
It seems that I encountered a serious problem while attempting to reach the 5s range. Despite increasing the boost to 24-25psi, I couldn't complete the run due to hitting the limits of the fuel system.
The issue at hand appears to be the fuel system, which seems to be operating at maximum capacity. The duty cycle reached nearly 100%, before hitting the safety limiter, the differential fuel pressure indicated that the fuel pump (Bosch 044) was struggling. Normally, it maintains a steady 60psi, but at 24.4psi, it dropped significantly to 34.2psi, indicating that the fuel pump had tapped out.
I was hoping to get to 26psi today but it seems my current fuel system has reached its limit. Can anyone recommend a suitable fuel pump upgrade?
12-14-23, 03:46 AM
! It's time for a full-blown detail inside out.
