TitaniumTT's I hope I make it to DGRR '09 Build

[TitaniumTT]

Originally Posted by NoDOHC

You can say that again!! I would love to see that (0.91L and 38 BTDC timing FTW)

HA! That's ballsy for an engine that's so pristine I would have to build an entirely new exhaust system and I seem to be getting overloaded with projects this winter. Altough, I think the RE mani would be the best suited for an N/A - least amount of bends.

Originally Posted by NoDOHC

Do you intend to take the Twin Turbo out and put it in the FD and then build the 6-port for the '88? If so, I would hope that most of the beautiful intercooler work would port over to the FD (although I think you like doing that kind of thing anyway).

The FD will recieve a 13B-RE engine. Whether it is the engine that is in the FC, that will be determinted based on timing. Ideally I'd build an RE with twin GT28's or 32's sporting thier own wastegate and runner. They'd be parellel which is why I'm leaning towards the GT28's. I'd like to see 450 RWHP and slightly quicker spool than I'm getting with the twin's running non-sequential.

I still haven't put a deposit on the FD, although I did just call the owner to let him know that I'm ready to do so.

Originally Posted by NoDOHC

I won't know until I see what I get for power from an E8 (Yukon Coil packs)

What are you running for coils now?
I would REALLY like to see some back to back comparisions between whatever coils you're using now and the Yukon truck coils. I'm actually planning on upgrading to them over the winter. Either those or some Bosch coils that have been dyno proven to give an increase over the renni coils which the guys at MoTeC loved for a long time.

Originally Posted by NoDOHC

and 9.5:1 rotors. According to my calculations:
Actual Power: 216 WHp @ 7500 rpm and 160 Wlb-ft @ 6100 rpm
Power based on VE with 8.2:1 rotors (if ignition is really an issue and it isn't something else) = 248 WHp @ 8500 rpm and 176 Wlb-ft@7700 rpm
Power based on no VE change going to 9.5:1 rotors (11% increase) = 277 WHp @8500 rpm and 195 Wlb-ft @ 7700 rpm
Power based on lower dynamic head loss from shorter-runner custom intake manifold (Shifting power band 1000 rpm) = 195 Wlb-ft@ 8500 rpm = 315 WHp @ 8500 rpm

Bear in mind that none of these calculations require VE in excess of 108%, nor do they require revving in excess of 9,000 rpm, so they should be completely feasible. Of course, this relies on piston-engine rules of thumb holding true. Namely:
Torque is a direct function of VE
Compression ratio improves performance by about 8% per full number in the 9:1 range
Intake runner loss calculations (relying on relative surface smoothness, number of bends and length) are similar for a rotary.

If you're going for some 9.5:1's.... isn't it 9.7:1?.... why not just go for broke and rock some FE 10:1's?

Originally Posted by NoDOHC

We will find out in the spring (if I ever get the high compression rotors in the engine and an E8 for in the car).

(I am expecting the streetport to exceed my P-port power, actually) I am going to build the P-port using Renesis housings so that I can locate my exhaust port differently.

Why would you expect a street port to exceed the P-Port? The P-Port will be peakier no doubt, but it can swallow a ton more air. I would think that the P-Port would overtake the street port after a certain RPM.