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Hoping it helps on a street port. I'll test on dragy and see if there are any improvement's. I've heard it balances out AFRs front and rear which seems like a worth thing to do as im not quite certain how to do this on the link ecu just yet other than running richer all round. Still got that 4 barrel to test after this.
I'm glad to hear it. I forgot I ordered an Xcessive manifold over a year ago and no longer need it because i'm going semi-pp. The quality of the Xcessive I received was quite good.
Yes early days as waiting for the return label. Hoping to get the replacement sooner rather than later.
When I called xcessive a couple months ago, they were just going to pour the first new batch the following week. They took my name and number to call me once the pours were successful, machining completed, and backlog burned down. I haven't followed up since (and they did not try to take my money which is a good thing). I bet they just haven't finished enough to be ready to sell publicly. Not sure about Australia's supply though, maybe they just have stock left over, or got some of the first of the new batch.
When I called xcessive a couple months ago, they were just going to pour the first new batch the following week. They took my name and number to call me once the pours were successful, machining completed, and backlog burned down. I haven't followed up since (and they did not try to take my money which is a good thing). I bet they just haven't finished enough to be ready to sell publicly. Not sure about Australia's supply though, maybe they just have stock left over, or got some of the first of the new batch.
Thanks for the insight. I'm waiting on the replacement. They mentioned they were going to send me a return shipping label....so just waiting on that!
Excessive customer support confirmed they'll be sending me a new replacement manifold by close of business next week friday. This is brilliant news as I can get on with testing as soon as I get it.
Also thought this was a great time to inspect the Asnu secondary injectors to see how they've been holding up. The answer is not great...the o rings have all perished....and one of the caps is missing! So these have been sent back to ASNU to see what their thoughts are and next steps in terms of prevention of this issue again. I'm not quite sure if it fell into the engine but it's def not in the LIM. The engine has always run well and (touchwood) without issues.
The oem 850cc primaries looked fine for the visual inspection but again the orings had perished on them as well.
I know I've been doing a lot of 100-200kph runs...but I didn't expect this much damage to the o-rings.
Next steps are to get Asnu to replace or propose a new injector, which wont fail like this one did or move to ID injectors if asnu cant sort it out.
I'm also thinking of retiring the g35 1050 turbo....and move up to a g40 1150 before the year ends and move to a more consistent charge cooling setup and retire the air to air cooling setup. Watch this space!
While the FD takes a well deserved summer break for a few weeks.
I welcomed my second E92 M3 to the family.
The M3 has such beautiful refined performance. No matter how much I fine tune my fd. The idle and light throttle response below 1500-2000rpm is buttery smooth compared to my FD. The FD isn't too bad in the low cruise and light throttle idle areas but the M3 V8 is a whole other league of buttery smooth low end response and refinement.
Absolute Joy to be back into another V8 M3 alongside my RX7. Two wonderful drivers cars.
Received my new Excessive LIM today. Amazing service from Excessive to send a replacement out with the utmost sense of urgency. This is how it should be done. Thank you Excessive staff for getting this sorted out soo quicky. Just waiting on the injectors now and i'll be back up and testing again!
If anyone in the US needs a brand new Xcessive LIM, hit me up.
Hey thanks for the link. Enjoyable read all the way through. Interestingly enough my first E92 M3 had a Ess Stage 1 tune with Macht Schnell test pipes (Decat) and intake on it. It certainly felt a little bit sharper throughout the rev range. My current one is bone stock except for the back box which is an aftermarket russ fellows catback, annoyingly its throwing a O2 sensor error as these are just soo sensitive.
I ran a 100-200kph and it did a 11.48s which puts it in line with a healthy bone stock manual car. In comparison to a E92 M3 GTS tested by Autotop NL they achieved a 9.33s run, considering its a 4.4l v8 with dct and lower weight! I knew i'd be no where near that car but good to compare none the less!
ASNU went above and beyond by replacing both secondary injectors with brand new ones, demonstrating their exceptional commitment to customer service!
However, to my surprise, the almost 30-year-old OEM 850cc secondary injectors, which I have been using as primaries in my setup, delivered fuel with even better than expected fuel delivery, flow, and spray pattern. ASNU conducted thorough testing and confirmed that these injectors can still be utilized without any loss in performance. This unexpected outcome highlights the outstanding quality and longevity of the OEM injectors, further enhancing my confidence in their continued use.
The ASNU 1500cc Performance Injectors have a multi-hole orifice cap, cut using the latest laser technology for greater accuracy and repeatability. Using this technology allows the injectors with specific spray patterns and flow rates. The 1500cc 14-hole orifice cap on my 1500cc injectors exhibit a remarkable 25* spray pattern, ensuring superior fuel distribution and atomization. By providing such exceptional fuel dispersion, these injectors contribute to a more efficient and effective combustion process, resulting in an optimally functioning 13b for all those 100-200 runs!
The outcome is truly exceptional, with Excessive and ASNU demonstrating remarkable care and customer service. Based on my own incredibly positive experience, I wholeheartedly recommend these companies to all RX7 owners.
The FD will be back up an running next weekend....looking forward to the results with the new Excessive LIM and ASNU injectors.
Unleashing pure driving bliss on mountain roads with the mighty V8 M3!
I know its not a 13B FD3S but I assure you guys it's one of the greatest hits from the other side!
There has been another UK FD RX7 with a G42 1200c, bridgeport post up some brilliant 100-200kph results worth sharing on this post. As as the title thread is "G35 1050 vs G42 1200 on a 13B - Best Choice for 600hp?" Makes sense to post up real world results if they are available. We've seen a lot of dyno queens but its great to see real world results which can be compared against the G35 1050.
For those of you that like dyno sheets - The tuner advised the boost at engine was at 28psi but the dyno source reading is sightly higher at 32psi.
The owner advised the below run was at 25-26psi. It no doubt runs a very respectable 5.52s 100-200kph.
In summary, that's a very impressive result! The G42/bridgeport combo seems to be a very powerful combination, and it's clear that it has the potential to produce some very quick 100-200kph runs. The tuner and owner feel they can get this down into the 4.9 - 5.1s range. I have no doubt this is posible with more optimizations. This run was on pump fuel and water injection only. Not Race fuel or E85.
The G42 1200c on a bridgeport at 25-26psi runs a 5.5s 100-200kph, while the G35 1050 on a large street port at 19-20psi runs a 6.57s 100-200kph. This is a huge 1.05s real world difference in raw acceleration!
My goals will now be to see how close i can get to the 5.52s set by the G42/bp combo. No doubt this will be a real challenge but i still want to tap out the G35 1050 before moving onto the next step.
There has been another UK FD RX7 with a G42 1200c, bridgeport post up some brilliant 100-200kph results worth sharing on this post. As as the title thread is "G35 1050 vs G42 1200 on a 13B - Best Choice for 600hp?" Makes sense to post up real world results if they are available. We've seen a lot of dyno queens but its great to see real world results which can be compared against the G35 1050.
For those of you that like dyno sheets - The tuner advised the boost at engine was at 28psi but the dyno source reading is sightly higher at 32psi.
The owner advised the below run was at 25-26psi. It no doubt runs a very respectable 5.52s 100-200kph.
In summary, that's a very impressive result! The G42/bridgeport combo seems to be a very powerful combination, and it's clear that it has the potential to produce some very quick 100-200kph runs. The tuner and owner feel they can get this down into the 4.9 - 5.1s range. I have no doubt this is posible with more optimizations. This run was on pump fuel and water injection only. Not Race fuel or E85.
The G42 1200c on a bridgeport at 25-26psi runs a 5.5s 100-200kph, while the G35 1050 on a large street port at 19-20psi runs a 6.57s 100-200kph. This is a huge 1.05s real world difference in raw acceleration!
My goals will now be to see how close i can get to the 5.52s set by the G42/bp combo. No doubt this will be a real challenge but i still want to tap out the G35 1050 before moving onto the next step.
That is a very impressive pump gas boost pressure.
What comes to mind here is that slightly more ignition timing and less boost may be what this combo is asking for as the turbo barely wakes up until 5k RPM, which doesn't scale correctly for what a 73mm Compressor, 75mm Turbine should do unless the engine itself isn't really optimized (or simply, the tuner isn't aiming to maximize torque/grunt below 5k). As personal preference, I always aim for more midrange punch.
This may be my favorite pump gas dyno graph. Huge props to you guys! Thank you for sharing!
That is a very impressive pump gas boost pressure.
What comes to mind here is that slightly more ignition timing and less boost may be what this combo is asking for as the turbo barely wakes up until 5k RPM, which doesn't scale correctly for what a 73mm Compressor, 75mm Turbine should do unless the engine itself isn't really optimized (or simply, the tuner isn't aiming to maximize torque/grunt below 5k). As personal preference, I always aim for more midrange punch.
This may be my favorite pump gas dyno graph. Huge props to you guys! Thank you for sharing!
To give you an idea of where the G42c/BP combo stacks up...Look at the below 100-200kph results from super cars / modern weapons.The FD does exceptionally well! I wanna see how far I can push the G35 1050, before moving onto the G40 1150. Watch this space. The run is on a manual box....so it would be even faster with a DCT or seq like all the cars on the below list!
bridgeport with oversized low emap open scroll turbo on pump gas, there’s nothing to optimize below 5000 rpm
it’s a great straight line continuous WOT performer, but off/on cornering throttle response is going to be miserable; put foot down - wait for it - wait for it - boom goes teh dynamites!!!
which you can pretty much see even in the 150 - 170 kph time differences from the 3-4 shift compared to before or after that range, just that it has the acceleration to make up for it once back in full boogie mode.
Yh for sure the G42/45 & bigger turbos wont be for everyone! I dont think the gear ratios are optimized for this setup either...but regardless of all those variables its an impressive time. I'm sure it will get faster again!
It's missing the DCT box and ideally you need to stay above 6krpm to optimize the power band but once you're there and can keep it there...its quick!
I've installed the Excessive lower intake manifold, refreshed the primary and new secondary injectors, added a new 100-amp relay for the direct fire ignition system, and improved the heat management in my car for the LIM.
Previously, I only had the HKS heat shield for this setup. I haven't gone crazy with the heat management mods costing ££££s, very simple and exceptionally frugal mods DEI's Titanium exhaust wrap for the down pipe and a Nimbus G2 dual layer aluminium heat shield for the LIM.
It's finally all back together after a short break and now it's time to put it to the test. Let's see what this can do! Shining Bright in Montego Blue: Embracing the Sunlight with Style and Grace!
Yesterday, I took advantage of the good weather and started tuning at 14.5 psi. I compared the data to my previous runs at the same boost pressure, and found that the biggest improvements came at 6,000 rpm and above. Below that rpm, there was no noticeable difference.
The below numbers represent an increase in fuel delivery at higher rpms. All things within the map are exactly the same as before no change to the setup, the engine is now requiring more fuel top end.
One factor which comes to mind is, more flow = more air = more fuel requirement = hopefully more power or in my case i think it's holding onto the power much better than it did before.
For all the Data Nerds out there...see below
I need to do some dragy gps testing from 100-200 to confirm if it's objectively faster top end (or not). The fuel table numbers suggest it's holding onto power better than it did before!
06-09-23, 06:47 PM
