davantage
Random thought of the evening: sun chips are goood. Had a good run, although I could pick up the pace a bit more. I need to get a watch so I can time myself. That would be a good incentive for progress.
Okay. Time for Matt’s little fantasy. Those of you averse to lurid mechanical details, read someone else’s entry for your own good, please. You’ve been warned :o)
You know how little kids always like talking about their favorites? I don’t think we really grow out of that, so there’s my disclaimer for the night. What would my ideal car setup be? Probably something along the lines of David Lane’s first-generation RX-7 turbo setup. He has a Cartech turbo kit that he purchased back in ’87 for the thing. An ’84 or ’85 GSL-SE would definitely be my starting point, and I would add a turbo, but that’s where the similarities would end. First off, basic engine setup. I want to retain the 6-ports for torque down low in the rpm range, but I would modify them to increase the flow, since in the existing design the air has to make a rather abrupt 90-degree turn to enter the combustion chamber from the auxiliary ports. Keeping the 6-ports would necessitate keeping the stock lower intake manifold as well, though… Hmm. In that case I’d swap in a 2nd-generation 13B with the better cooling passages and more free-flowing manifold. I’d go with the 86-88 NT engine, since the higher compression ratios of the later engines would make them more prone to detonation. I’d still extrudehone or at least flowbench the manifold in order to get the best flow rate, though. Same with the exhaust manifold. I’d like to make a custom one so that the turbine could spool up as fast as possible, and so I’d get the optimum location for the remote wastegate. I might plumb in two additional injectors to the intake manifold, but only if I really can’t up the cc enough on the stock four. I’d do away with the weird secondary throttle plate system, since I want to go with an aftermarket ECU anyway, it would just be confused. I’d have to bolt on a GSL-SE front cover for the engine to make the swap fit properly on the engine mounts. Don’t know how I’d manage oil injection. I’d keep the stock distributorless ignition; that works great, but I’d upgrade the coils and add MSD, all hooked up to the aftermarket ECU, of course. As far as that, either Haltech or Electromotive, though I don’t know if the latter makes ECUs for rotary applications. No AFM, just a straight high-flow air filter into either a Garrett T-4 or T-64 turbo. Front-mount GReddy or HKS intercooler. Multiple straight-through mufflers for the exhaust. Four-row aluminum radiator, electric fan. Relocated battery. Scramble boost controller (for additional boost when called upon), and full instrumentation, including air/fuel ratio, EGT, and, of course, a boost gauge. Three millimeter apex seals and very mild street port. Slightly elevated oil pressure running 20W-50 through a turbo oil pump. Redline oil in diff (preferrably torsen LSD) and transmission. Ground Control coil-over shocks at all four controls. All selected, installed, and tested by yours truly. Ain’t no second-rate mechanic puttin’ his dirty paws on my vehicle. Metallic blue with grey cloth interior. Sound system–whatever. The engine will be the sound system :o) I predict around 300 reliable hp at the rear wheels, which in a 2500 pound car translates to the power-to-weight ratio of a Porsche 911 Turbo. Good for 5 second 0-60 times and 12 second quarters. Yeah, that should be fast enough. That’s my wish list. Thank you for indulging me, if you’ve actually made it this far.
Okay. Enough of that. Bedtime.