I think the most appealing part of a hybrid is that it makes turbocharging less dangerous with the better exhaust flow. NA will be interesting sure, but I think turbo will be where it's at for these cars
I’m glad it is you doing this because you keep it real. KMR is still doing… I don’t know what he’s doing, but his hybrid has been under construction for what feels like the last 2 years. That being said, I feel like if this is such a big idea the RX-7 guys would be all over it… but you don’t see that. Edit: Questions: Since you are introducing overlap, what intake manifold will you be using? Why not bridge port the 6th (tertiary?) ports? I do believe the side exhaust ports open before the peripheral ports, plus you opened them up thereby making them open even earlier. How can you tell that this engine will have enough exhaust flow by the time there is overlap to make use of said overlap? It would be nice if you could show the timing and overlap with one rotor on one iron and one housing. Is the idea of using the RX-7 apex seals not also about them having to go over the peripheral ports?
Yes! Almost exactly what I'm doing to my AE86! My plan is taking my GSL-SE rear axle/engine, mixing it together with my RX-8 engine/transmission, and stuffing all that into my SR5 hatch, and also staying N/A! Likely going to run a Megasquirt or an AEM Infinity, and do a half bridge port.
I'd like to see a semi p-port added with runners that open at higher rpm like secondaries, perhaps with a standalone ecu to control opening rather than vacuum like rx7 did and more similar rx8 but with a separate electric throttle body . Always been interested in what type of dyno numbers and response would result from this type of setup.
The power numbers should be very interesting to see if it's worth it in the end. If you could still get this to pass OBD-2 emissions testing, that would be sick.
Love the channel. I want to play with rotaries again some day. Wish I could find an FC for what I used to pick them up for back in the day (late 90s). Wish I had found a TII back then as well; never driven a turbo rotary, but 4 FCs and 2 8s. Maybe I can afford an FD one day :) I'd not mind another 8 but want something older. I'm crazy enough to wonder what it would be like to pair a 13B-T with a Honda IMA system and the Subaru CVT; low end torque help from the IMA, the ability to just rev out to 9k and sit there whenever you want to accelerate with the CVT. Better fuel mileage, a really strong low-mid range power for daily driving, traffic, overtaking. If only Dahm would do it to his Insight ;) I'd also like to see what could be done with a NA rotary to get the most fuel mileage possible instead of raw power. I think I was seeing low 30s on the highway in my last 8 before I had to sell it; I saw similar in my GXL; both I was averaging low to mid 20s if I wasn't having many 'spirited' moments that tank in either of them as well; about 18 tended to be my worst tanks with lots of play. I've also wondered if you could build them in a way to deliver a bit more low end torque; though I feel people grossly over-exaggerate the issue; I swear the last 8 felt pretty torque-y going up a steep hill I turn right to go up, can accelerate without strain at 2k and still be more swift than normal traffic. Not sure what people want/expect? Basically there have been many people over the life of the 13B trying to go mostly in a specific route; I'm curious what could be learned by diving down all the other paths. I've always been curious as to why this size. what would be the Chevy 454 equivalent? Wider rotors I'd presume. What does smaller 'diameter' rotors do? If you shrunk it down and added more, would that be akin to an Italian V12? Curious as to how those dimensions change power, efficiency, emissions, temperatures, rotating mass/bearings/wear, etc. Keep at the passion projects and unique ideas. Interested in seeing the exhaust. I'll search if I remember later why superchargers are rarely used on rotaries. I'd imagine twin-charging would be amazing ... a supercharger designed with a clutch to disengage it when it gets up to a certain RPM; power blended if possible to the turbo spooling up and taking over. I'm an old dreamer enjoying channels like yours and Rob Dahm who truly care for the passion, knowledge, and sharing it with people. Thanks a million.
Good to see some more Renesis hybrid content. From what information is that outs there, the impression is that it doesn’t yield the performance results people are after. I’d like to see a comparison showing the performance differences between doing a hybrid running the 5 exhaust ports, versus a hybrid using a header flange that blocks off the side exhaust ports thus utilising the peripheral exhaust ports only. Doing this would make it, at the very least, sound just a conventional 13B engine which we all love.
First THANK YOU!!! You are the first credible source to actually build one of these and publish results, everyone else just talks a bunch of 💩 and makes excuses when it's time to go to the dyno. That said....The REAL renesis problem is the side port exhaust, it kills velocity, in both stock MSP as well as hybrid configuration (and if you don't delete the siamese port) destroys in hope of efficient scavenging even if you introduce overlap (via peripheral exhaust ports). The problem isn't getting air into the renesis, it's getting it out. A BP might make slightly more peak power but it doesn't address the fundamental problem and actually may be even more negatively impacted by the lack of efficient exhaust flow. The ideal setup as i see it would be finding a way to delete the side exhaust ports entirely and run only the peripheral exhaust ports with the renesis intake. If that works, HBP, BP, semi-p etc would provide gains in line with what we see in standard 13b's. Regardless, can't wait to see the n/a results! 👏👏👏
So pumped for this series! Got my first check engine light after a year of ownership. $9 fix for a new solenoid! Absolutely love these cars! So tempted to buy a low compression one but don't think I can afford the mpg for daily driving 😂
I have had two 1979 RX7 with the stock engines and now have a 2006 RX8. The one issue that the rotary engine has is the 150K limit between overhauls. I bought my RX8 with 96K on the clock, about 2/3 run out. I came across a product about 15 years ago called XADO an oil additive that builds both weight and dimension on worn parts. It restores compression on worn out engines by "growing" a ferroceramic lattice at the molecular level that is a 9.5 on the Mohs scale an active anti wear protection for new or rebuilt engines keeping them new or restoring the engine back to new spec. My experience with the technology tells me that it is perfect for extending the life of the rotary be it stock or modified. I have had it in my RX8 since i bought it and it is running like new. Do any of you rotary fans use it please let me know, it should extend the life at least 300K or more i'll be finding out for sure in due time.
Heard of this product, it’s got its fans mostly in Europe that I’ve see. Since there’s been no one that’s been able to do this on a rotary that I ever heard of, this would be amazing. Please try and get access to a rotary engine compression test and let us know!
@@Sbailey294 I haven't logged many miles but there is a marked performance gain so far and expect more soon . What I am looking for is longevity, I can see 3-500K maybe more, I would not be surprised if a million miles could be had.
This is so rad! Thank you so much for doing this and documenting it so well! I've been tossing around the idea of a hybrid swap once my engine goes out, and it's great to see someone give it a good shot. Recently did a track day and my cold starts have been a bit angry, how much do you premix? I've recently been doing 1 oz per gallon, oem sohn setup. One point I read on the hybrid stuff was how the intake/exhaust timing varies so drastically from rx8 to rx7 components, effectively the pp exhaust will create a ton of overlap as is, no extra porting. The abundant exhaust port volume makes pulses theoretically weaker, reducing scavenging and apparently making N/A power difficult to come by. I've also heard that bigger rx7 apex seals are recommended for pp as they won't flex and dip into the port, I suppose we will see soon. Is it weird to run 10k rpm with rx7 seals? The lighter weight makes sense for sure, but that durability (and mild turbo detonation resistance) is certainly appealing.
I want to see a hybrid with a semi pp port that opens up at 7k with stock side ports. Keep the bottom end, have some over lap and have all the top end.
Tried every port configuration , pp, semi pp, half bridge, full bp..non will gain more HP..in most cases it will go backwards by 20whp...unless you block the Renesis ports..even crudely blocking with flange will be enough to get it to 210...trust me it will be worse... basically you'll have too much exhaust..you will take combustion charge away off the face..so you lose power stroke ability... .but have a crack..my estimate from 10+ yrs of trying will be 170-180whp
There have only been a handful of running and driving hybrid motors and everyone said it’s not worth the effort due to the timing of the rx8 eshaft. Also all of them ported the motor, it’d be cool to see what a stock port hybrid rx8 motor could do even with the whole timing thing, or a 3/4 rotor hybrid motor
No such thing as different e-shaft timing, 2 rotor = lobes 180 deg off that's it. It can be directly swapped into earlier motors and is lighter, plenty have done it. The fundamental difference is that the Renesis has no overlap therefore no exhaust scavenging. Adding p ports to the existing port area kills velocity which is why the published accounts are underwhelming.
@@BeaverLakeMotorsports there is timing difference between the different 13bs. For instance the renesis (6port) intake is open at 3°atdc for primary while the fd opens at 32°atdc. They have different degrees of overlap and exhaust timing as well.
I was under the impression that the rx-8 apex seal might have issues crossing over the periphrial exhaust port being thinner and possibly prone to clipping the edge and breaking? Especially once it gets more direct heat into it from the hot exhaust gasses. I have been out of the rx-8 world for a long time now and only was just starting to see some of these hybrid engines being built. Have others had success with the periphrial exhaust ports and the rx-8 apex seals?
The RX8 seal is fine for this application. There will actually be less heat retained in the engine as the exhuast gasses are evacuated much faster due to the larger ports. Plus it's the same heat energy across a much larger area, so the point temperature is lower anyway. The RX8 seal is fine for NA applications, the engine won't see as much stress or heat NA, and those seals are plenty reliable. It makes more sense to use as many RX8 parts as possible, since most if not all of them are still in production and will be for a lot longer. RX8 seals generally are cheaper too iirc. Given the amount of machining work needed to fit an RX7 seal, and if you destroy the rotors somehow (given this is a track car) having to machine new ones? Just using RX8 everything is just more wallet friendly and less time consuming.
Thats a good point about the heat distribution. Heat divided over all 5 ports is less per unit area. That should help when bosoted as well to not cook the side seal springs i would think.@@xenokyomi
Its funny how much this build overlaps with the one i was planning for my rx8 haha, balls to the walls NA high revving engine. As for the fun exhaust, I'm planning on keeping the stock ports but a fun experiment I want to try is putting valves on the original ports so i can close off the Siamese twin center port so the equal length headers can actually do their job while still having as much exhaust area as possible, maybe something to consider ;) Im mostly just hoping that some giant ports with an 11.5k redline and exhaust headers tuned for the frequency will be enough to carry a few more HP over stock
Using rx8 apex seals is a mistake! Peripheral ports, exhaust especially, cause a large pulse upon opening and closing. The short seal is good for high rpm with its reduced weight, but it lacks the beam strength to stand up to those pulses. I think you’ll shatter the apex seal, but it would be interesting if it did work!
Hey to you Eric from Oz. Enjoying your video's and learning from the information. Curious to watch the progress on this engine. With the half bridge (aside from moving the power up in the rev range), what difference do you understand there to be in bridging the middle secondary port over bridging the top secondary port?
Good to see someone with a little passion for the rx8, i think the record for wheel horse power that i have seen on a N/A rx8 is 225hp(on a 231 engine) around 185hp(on a 192 4 port) fully balanced, bridge ported, supporting mods(lightened and balanced flywheel) and a remap to suit. Next year I'm having an engine built for me, by an engine builder here in England, new irons, refurbished housing, oem seals, rebuildable oil injectors and a street port(basically smoothing and sightly enlarged ports) the idea being this engine will be good for a decade or so until i retire.
@@arcrotaryengineering7156 well the engine builders over here were holding unofficial competitions to see who could get the highest wheel hp. I know that some dynos read over and some read under, but these are different companies using different Dynos with different maps and supporting modifications
@@paulvernon4160 yeah I've seen plenty, I know what I know from r&d and using the same dyno, calibrated, one of the best in the business in Roland Wankel garage. You can make a dyno read almost any number you want...means fuk all unless you put it to the ground and down a track to prove it
I was always wondering if wastegates on the P port exhausts that open based on using the VFAD signal would be a good way to not loose port velocity at lower RPMs....
Can you compare the stock exhaust emissions and the Hybrid Brigdeported one? I've always wanted to see how much more hydrocarbon & carbon monoxide build up in these engines. I'm not sure how you handle it over there in the states, but the state of califofnia has some emission restrictions simulary to the european ones, maybe you could use these as reference?
How would you block the msp ports? Would smelting some old plates down so it is the same alloy work? Know someone tried it with zinc but that melts at too low a temp.
Did you properly create short side radius into the bridge port? If you don't, the flow will be horrible, air won't want to flow around a sharp edge into a thin slot.
I am interested to see if it is capable of equaling the power available from a peripheral port 13b so 300 hp or higher. I am guessing the limitation will be the delivery of fuel from the RX8 fuel injection and how that is controlled by the ecu. So how cheaply can you get max n/a performance. I would also be interested to see how it would perform with a 4 barrel Holley Sniper. Which i think is probably the cheapest method of obtaining fuel injected performance for standard carburetor cars. I would like to follow the latter route for my track fb. I am really looking forward to seeing this build. Thanks for giving it a go.😊
Bro I have a 2005 rx8 I'm in the middle of doing the same thing just broke down the renisis and about to buy the exhaust manifold plate and I do t have extra rx7 parts so gonna buy some rotor housings and start building I'll be interested to see if the stock.ecu will work or if I'll have to get a stand alone
I'm also going to build a hybrid renesis but decided to use FD rotor to have lower CR. Any suggestions or attention to the rotor modification if you have? Planning to have a centrifugal supercharger on it (yep, rotrex unit) and 500whp is the goal.
i can’t remember the name of the video but i did see one where they flow tested a set of dimple prort heads and the same port and polished and the dimple head didn’t flow any better the difference was minor but worse
I have a project Fd rx7 that i’m working on. The big issue is that I live in the hottest country in the world during summer(Kuwait) and every rotary guy I know told me that it’s almost impossible to drive it during summer time due to lack of AC system in the car. I hope if you could give me some tips to find a way to be able to drive it under 50 degrees celsius with having an AC or should I just buy a rechargeable AC unit and just through it in the car whenever I get in it? 😅
@@hairconditioner976 Perfect thank you very much just wanted to be sure. Have a spare 4 from my old auto rx8 and wanted to be sure before I went further.
I would be curious to know if the 4port would even be a option as a hybrid. Not alot of love for the Auto 4port as the gen2 rx8 was only 6port if I recall.
So the bridgeporting makes top end more effective so why not bridge the upper port that opens up at high rpm? Aren’t you just hurting low rpm drive ability by just putting an eyebrow on the lower secondary port?
Dimple port does not work on any but any engine was proven.. the golf ball moves through the wind with weight and deflects the air.. not on a intake port that stand still.. so that is bs.
Hi I see you have built a few rotary engines do you have any evidence about the rotary hybrid, have you built them before. Do you have videos of the build and performance output?
@@ADudesRotaryone of the reasons this video series will get a lot of attention is because there are a ton of people with a lot to say on the topic of hybrids but 95% have no first hand knowledge and 4% won't publish their results 🤣. RadPotential 1%er
@@BushidoDriver The reason I asked the question, is because this person has a lot of rotary experience and is more likely to have built a hybrid. I was hoping that he had and was able to provide some clarity on his opinion 😊
I think the most appealing part of a hybrid is that it makes turbocharging less dangerous with the better exhaust flow. NA will be interesting sure, but I think turbo will be where it's at for these cars
Exactly
The fact that you just so happen to have both of the engines on hand is something else. bravo.
Bieng a new RX8 owner for 3 days im really happy to get this channel into my Feed So much To learn. Now i just need a garage to do stuff myself!
I’m glad it is you doing this because you keep it real. KMR is still doing… I don’t know what he’s doing, but his hybrid has been under construction for what feels like the last 2 years.
That being said, I feel like if this is such a big idea the RX-7 guys would be all over it… but you don’t see that.
Edit: Questions:
Since you are introducing overlap, what intake manifold will you be using?
Why not bridge port the 6th (tertiary?) ports?
I do believe the side exhaust ports open before the peripheral ports, plus you opened them up thereby making them open even earlier. How can you tell that this engine will have enough exhaust flow by the time there is overlap to make use of said overlap? It would be nice if you could show the timing and overlap with one rotor on one iron and one housing.
Is the idea of using the RX-7 apex seals not also about them having to go over the peripheral ports?
I really do wonder where KMR is at on his... These hybrid motors have been talked about for a while but very little documentation on it...
Yes! Almost exactly what I'm doing to my AE86! My plan is taking my GSL-SE rear axle/engine, mixing it together with my RX-8 engine/transmission, and stuffing all that into my SR5 hatch, and also staying N/A! Likely going to run a Megasquirt or an AEM Infinity, and do a half bridge port.
I'd like to see a semi p-port added with runners that open at higher rpm like secondaries, perhaps with a standalone ecu to control opening rather than vacuum like rx7 did and more similar rx8 but with a separate electric throttle body . Always been interested in what type of dyno numbers and response would result from this type of setup.
Awesome video. Love the details you give in your videos and things have come a long way on your channel. Hope it grows exponentially from here.
Love it! Cant wait to see how the apex seals hold up!
The power numbers should be very interesting to see if it's worth it in the end. If you could still get this to pass OBD-2 emissions testing, that would be sick.
Love the channel. I want to play with rotaries again some day.
Wish I could find an FC for what I used to pick them up for back in the day (late 90s). Wish I had found a TII back then as well; never driven a turbo rotary, but 4 FCs and 2 8s. Maybe I can afford an FD one day :) I'd not mind another 8 but want something older.
I'm crazy enough to wonder what it would be like to pair a 13B-T with a Honda IMA system and the Subaru CVT; low end torque help from the IMA, the ability to just rev out to 9k and sit there whenever you want to accelerate with the CVT. Better fuel mileage, a really strong low-mid range power for daily driving, traffic, overtaking. If only Dahm would do it to his Insight ;)
I'd also like to see what could be done with a NA rotary to get the most fuel mileage possible instead of raw power. I think I was seeing low 30s on the highway in my last 8 before I had to sell it; I saw similar in my GXL; both I was averaging low to mid 20s if I wasn't having many 'spirited' moments that tank in either of them as well; about 18 tended to be my worst tanks with lots of play.
I've also wondered if you could build them in a way to deliver a bit more low end torque; though I feel people grossly over-exaggerate the issue; I swear the last 8 felt pretty torque-y going up a steep hill I turn right to go up, can accelerate without strain at 2k and still be more swift than normal traffic. Not sure what people want/expect?
Basically there have been many people over the life of the 13B trying to go mostly in a specific route; I'm curious what could be learned by diving down all the other paths. I've always been curious as to why this size. what would be the Chevy 454 equivalent? Wider rotors I'd presume. What does smaller 'diameter' rotors do? If you shrunk it down and added more, would that be akin to an Italian V12? Curious as to how those dimensions change power, efficiency, emissions, temperatures, rotating mass/bearings/wear, etc.
Keep at the passion projects and unique ideas. Interested in seeing the exhaust. I'll search if I remember later why superchargers are rarely used on rotaries. I'd imagine twin-charging would be amazing ... a supercharger designed with a clutch to disengage it when it gets up to a certain RPM; power blended if possible to the turbo spooling up and taking over. I'm an old dreamer enjoying channels like yours and Rob Dahm who truly care for the passion, knowledge, and sharing it with people. Thanks a million.
Been waiting for this build excited to see the results.
Been watching your videos for a while and I love what you are doing with that RX8. You truly motivate me to get to work on mine!
Good to see some more Renesis hybrid content.
From what information is that outs there, the impression is that it doesn’t yield the performance results people are after.
I’d like to see a comparison showing the performance differences between doing a hybrid running the 5 exhaust ports, versus a hybrid using a header flange that blocks off the side exhaust ports thus utilising the peripheral exhaust ports only. Doing this would make it, at the very least, sound just a conventional 13B engine which we all love.
Side ports are the devil! But it'll be nice to see someone actually build a hybrid and dyno it instead of making excesses.
Thank you for showing us the build. Looking forward to the Renesis hybrid build. Keep up the fine work with these cars and engine.
First THANK YOU!!! You are the first credible source to actually build one of these and publish results, everyone else just talks a bunch of 💩 and makes excuses when it's time to go to the dyno.
That said....The REAL renesis problem is the side port exhaust, it kills velocity, in both stock MSP as well as hybrid configuration (and if you don't delete the siamese port) destroys in hope of efficient scavenging even if you introduce overlap (via peripheral exhaust ports).
The problem isn't getting air into the renesis, it's getting it out. A BP might make slightly more peak power but it doesn't address the fundamental problem and actually may be even more negatively impacted by the lack of efficient exhaust flow.
The ideal setup as i see it would be finding a way to delete the side exhaust ports entirely and run only the peripheral exhaust ports with the renesis intake. If that works, HBP, BP, semi-p etc would provide gains in line with what we see in standard 13b's.
Regardless, can't wait to see the n/a results!
👏👏👏
So pumped for this series! Got my first check engine light after a year of ownership. $9 fix for a new solenoid! Absolutely love these cars! So tempted to buy a low compression one but don't think I can afford the mpg for daily driving 😂
Is it me or the garage looks super clean and so it’s the rx8 😂😍😍
Im so exited for this build i cant wait to hear it
💪🏼enjoy the video very knowledgeable.
Awesome video !!! Thanks !
Awesome video
I have had two 1979 RX7 with the stock engines and now have a 2006 RX8. The one issue that the rotary engine has is the 150K limit between overhauls. I bought my RX8 with 96K on the clock, about 2/3 run out. I came across a product about 15 years ago called XADO an oil additive that builds both weight and dimension on worn parts. It restores compression on worn out engines by "growing" a ferroceramic lattice at the molecular level that is a 9.5 on the Mohs scale an active anti wear protection for new or rebuilt engines keeping them new or restoring the engine back to new spec. My experience with the technology tells me that it is perfect for extending the life of the rotary be it stock or modified. I have had it in my RX8 since i bought it and it is running like new. Do any of you rotary fans use it please let me know, it should extend the life at least 300K or more i'll be finding out for sure in due time.
Heard of this product, it’s got its fans mostly in Europe that I’ve see. Since there’s been no one that’s been able to do this on a rotary that I ever heard of, this would be amazing. Please try and get access to a rotary engine compression test and let us know!
@@Sbailey294 I haven't logged many miles but there is a marked performance gain so far and expect more soon . What I am looking for is longevity, I can see 3-500K maybe more, I would not be surprised if a million miles could be had.
Hyped for this build, planning to do the same with mine in the future, although it's a 4 port and i may go the boosted route.
This is so rad! Thank you so much for doing this and documenting it so well! I've been tossing around the idea of a hybrid swap once my engine goes out, and it's great to see someone give it a good shot. Recently did a track day and my cold starts have been a bit angry, how much do you premix? I've recently been doing 1 oz per gallon, oem sohn setup.
One point I read on the hybrid stuff was how the intake/exhaust timing varies so drastically from rx8 to rx7 components, effectively the pp exhaust will create a ton of overlap as is, no extra porting. The abundant exhaust port volume makes pulses theoretically weaker, reducing scavenging and apparently making N/A power difficult to come by. I've also heard that bigger rx7 apex seals are recommended for pp as they won't flex and dip into the port, I suppose we will see soon.
Is it weird to run 10k rpm with rx7 seals? The lighter weight makes sense for sure, but that durability (and mild turbo detonation resistance) is certainly appealing.
I want to see a hybrid with a semi pp port that opens up at 7k with stock side ports. Keep the bottom end, have some over lap and have all the top end.
Can't wait to see the exhaust for this engine!
I wonder what it will sound like if you rev it past 10K
Tried every port configuration , pp, semi pp, half bridge, full bp..non will gain more HP..in most cases it will go backwards by 20whp...unless you block the Renesis ports..even crudely blocking with flange will be enough to get it to 210...trust me it will be worse... basically you'll have too much exhaust..you will take combustion charge away off the face..so you lose power stroke ability...
.but have a crack..my estimate from 10+ yrs of trying will be 170-180whp
Anyone who builds a hybrid goes into witness protection. Nice knowing you.
Ooo maybe another option for my rx7. Just need to find a cheap not completely exploded rensis
oooh N/A... now we're talking!
There have only been a handful of running and driving hybrid motors and everyone said it’s not worth the effort due to the timing of the rx8 eshaft. Also all of them ported the motor, it’d be cool to see what a stock port hybrid rx8 motor could do even with the whole timing thing, or a 3/4 rotor hybrid motor
what do you mean by timing? I figured in a rotary the only timing were stationary gear and then spark timing by ecu.
No such thing as different e-shaft timing, 2 rotor = lobes 180 deg off that's it. It can be directly swapped into earlier motors and is lighter, plenty have done it. The fundamental difference is that the Renesis has no overlap therefore no exhaust scavenging. Adding p ports to the existing port area kills velocity which is why the published accounts are underwhelming.
@@BeaverLakeMotorsports there is timing difference between the different 13bs. For instance the renesis (6port) intake is open at 3°atdc for primary while the fd opens at 32°atdc. They have different degrees of overlap and exhaust timing as well.
@@ethanbulls1592 that is not based on the eshaft however.....😒
@@ethanbulls1592 I never mentioned port timing beyond overlap...
There's a mouse behind your RX-8 at 15:20
Ill catch em
I was under the impression that the rx-8 apex seal might have issues crossing over the periphrial exhaust port being thinner and possibly prone to clipping the edge and breaking? Especially once it gets more direct heat into it from the hot exhaust gasses. I have been out of the rx-8 world for a long time now and only was just starting to see some of these hybrid engines being built. Have others had success with the periphrial exhaust ports and the rx-8 apex seals?
I was thinking the same
The plan is not for this engine to stay n/a anyway. While rx8 seals might not be a viable option long term, they should be fine as a proof of concept.
The RX8 seal is fine for this application. There will actually be less heat retained in the engine as the exhuast gasses are evacuated much faster due to the larger ports. Plus it's the same heat energy across a much larger area, so the point temperature is lower anyway.
The RX8 seal is fine for NA applications, the engine won't see as much stress or heat NA, and those seals are plenty reliable. It makes more sense to use as many RX8 parts as possible, since most if not all of them are still in production and will be for a lot longer. RX8 seals generally are cheaper too iirc.
Given the amount of machining work needed to fit an RX7 seal, and if you destroy the rotors somehow (given this is a track car) having to machine new ones? Just using RX8 everything is just more wallet friendly and less time consuming.
Thats a good point about the heat distribution. Heat divided over all 5 ports is less per unit area. That should help when bosoted as well to not cook the side seal springs i would think.@@xenokyomi
Sweet video dude, good effort, looking forward to the series! Supercharger.........????
Its funny how much this build overlaps with the one i was planning for my rx8 haha, balls to the walls NA high revving engine.
As for the fun exhaust, I'm planning on keeping the stock ports but a fun experiment I want to try is putting valves on the original ports so i can close off the Siamese twin center port so the equal length headers can actually do their job while still having as much exhaust area as possible, maybe something to consider ;) Im mostly just hoping that some giant ports with an 11.5k redline and exhaust headers tuned for the frequency will be enough to carry a few more HP over stock
Using rx8 apex seals is a mistake! Peripheral ports, exhaust especially, cause a large pulse upon opening and closing. The short seal is good for high rpm with its reduced weight, but it lacks the beam strength to stand up to those pulses. I think you’ll shatter the apex seal, but it would be interesting if it did work!
Hey to you Eric from Oz. Enjoying your video's and learning from the information. Curious to watch the progress on this engine. With the half bridge (aside from moving the power up in the rev range), what difference do you understand there to be in bridging the middle secondary port over bridging the top secondary port?
Good to see someone with a little passion for the rx8, i think the record for wheel horse power that i have seen on a N/A rx8 is 225hp(on a 231 engine) around 185hp(on a 192 4 port) fully balanced, bridge ported, supporting mods(lightened and balanced flywheel) and a remap to suit.
Next year I'm having an engine built for me, by an engine builder here in England, new irons, refurbished housing, oem seals, rebuildable oil injectors and a street port(basically smoothing and sightly enlarged ports) the idea being this engine will be good for a decade or so until i retire.
Those will be flywheel numbers..been building these motors for 18yrs..most of got out of a full renesis was 207 whp( about 243bhp
@@arcrotaryengineering7156 well the engine builders over here were holding unofficial competitions to see who could get the highest wheel hp. I know that some dynos read over and some read under, but these are different companies using different Dynos with different maps and supporting modifications
@@paulvernon4160 yeah I've seen plenty, I know what I know from r&d and using the same dyno, calibrated, one of the best in the business in Roland Wankel garage.
You can make a dyno read almost any number you want...means fuk all unless you put it to the ground and down a track to prove it
so cool
I was always wondering if wastegates on the P port exhausts that open based on using the VFAD signal would be a good way to not loose port velocity at lower RPMs....
Make sure you yank the ABS fuse before you hit the dyno
if it helps, my POS thrown together rx8 made 192 WHP, so you may have more than you think!
Can you compare the stock exhaust emissions and the Hybrid Brigdeported one? I've always wanted to see how much more hydrocarbon & carbon monoxide build up in these engines. I'm not sure how you handle it over there in the states, but the state of califofnia has some emission restrictions simulary to the european ones, maybe you could use these as reference?
im a simple man, i hear big ports.. i hit like 🙂
I think you had a mouse or something run out from under the bench at 15:20.
Can you demonstrate measure side seal clearances on the rx8
Hi ,a question. Are the gaskets of the Housing GLS those of RX8 OEM?
Look into lynn hanover. Get a flat stone and sandpaper. Lap those housings.
Just block the side exhaust ports and just run the two exhaust P-ports. Much easier and I think would make more power
How would you block the msp ports? Would smelting some old plates down so it is the same alloy work? Know someone tried it with zinc but that melts at too low a temp.
@@noname-sd5dt just block it from the outside with a plate.
I heard that rx8 apex seals are not made for peripheral ports and will wear out quickly. Hoping that's not true 🤞
You need rx7 apex seals if you’re using rx7 housings - people have tried and failed with rx8 seals
Nice
Did you properly create short side radius into the bridge port? If you don't, the flow will be horrible, air won't want to flow around a sharp edge into a thin slot.
I am interested to see if it is capable of equaling the power available from a peripheral port 13b so 300 hp or higher. I am guessing the limitation will be the delivery of fuel from the RX8 fuel injection and how that is controlled by the ecu. So how cheaply can you get max n/a performance. I would also be interested to see how it would perform with a 4 barrel Holley Sniper. Which i think is probably the cheapest method of obtaining fuel injected performance for standard carburetor cars. I would like to follow the latter route for my track fb. I am really looking forward to seeing this build. Thanks for giving it a go.😊
Stock injectors are good for 8psi should have enough
What o rings you can use with gsl se housing the rx8 or the gsl se o rings?
Bro I have a 2005 rx8 I'm in the middle of doing the same thing just broke down the renisis and about to buy the exhaust manifold plate and I do t have extra rx7 parts so gonna buy some rotor housings and start building I'll be interested to see if the stock.ecu will work or if I'll have to get a stand alone
What kind of Brand of apex Seals did you get for your hybrid renesis?
whats the drimmel machine thatu use?
I'm also going to build a hybrid renesis but decided to use FD rotor to have lower CR. Any suggestions or attention to the rotor modification if you have? Planning to have a centrifugal supercharger on it (yep, rotrex unit) and 500whp is the goal.
i can’t remember the name of the video but i did see one where they flow tested a set of dimple prort heads and the same port and polished and the dimple head didn’t flow any better the difference was minor but worse
I have a project Fd rx7 that i’m working on. The big issue is that I live in the hottest country in the world during summer(Kuwait) and every rotary guy I know told me that it’s almost impossible to drive it during summer time due to lack of AC system in the car. I hope if you could give me some tips to find a way to be able to drive it under 50 degrees celsius with having an AC or should I just buy a rechargeable AC unit and just through it in the car whenever I get in it? 😅
Hey brother wait the rx8 seals have a chance of catching on the rx7 housing I would opt for the rx7 apex seals but I truly hope it works
Without the porting would the overlap be the same as any standard Rx7 ie not a driveablity problem
Is this going to be a full how to? And what would stop me putting a turbo on it later in life?
Might as well semi PP right?
Turbo it!!!
Been waiting on this build. N/A RX8 was one of my favorite cars. Idk if this was covered but was the rx8 donor engine a 4 or 6 port?
6
@@hairconditioner976 Perfect thank you very much just wanted to be sure. Have a spare 4 from my old auto rx8 and wanted to be sure before I went further.
ive never seen 8 port, as far as i can tell there was only 4 port and 6 port from factory
@@cptgarlic4955 I miss spoke/typed. Has been edited and fixed sorry. You are correct.
I would be curious to know if the 4port would even be a option as a hybrid. Not alot of love for the Auto 4port as the gen2 rx8 was only 6port if I recall.
Any thing rx8 related we want to see.
Hey mate not video related. Do you sell merch? Wouldn't mind one of those ' Rad Potential ' stickers for my windscreen and some shirts
So the bridgeporting makes top end more effective so why not bridge the upper port that opens up at high rpm? Aren’t you just hurting low rpm drive ability by just putting an eyebrow on the lower secondary port?
Dimple port does not work on any but any engine was proven.. the golf ball moves through the wind with weight and deflects the air.. not on a intake port that stand still.. so that is bs.
🙈🙉🙊
dont waste your time on hybrid build the results are dismal
if you want a renisis engine to make more power n/a mod the plates and change the rotors
Hi I see you have built a few rotary engines do you have any evidence about the rotary hybrid, have you built them before. Do you have videos of the build and performance output?
These comments are GREAT to see…. Even though most are so far above my pay grade. lol Thanks Mr RAD!!
@@ADudesRotaryone of the reasons this video series will get a lot of attention is because there are a ton of people with a lot to say on the topic of hybrids but 95% have no first hand knowledge and 4% won't publish their results 🤣.
RadPotential 1%er
@@BushidoDriver The reason I asked the question, is because this person has a lot of rotary experience and is more likely to have built a hybrid. I was hoping that he had and was able to provide some clarity on his opinion 😊
@@ADudesRotary 1 result > 1,000 opinions
😉