Back to back stock vs turboxs catless headerback system.
Stock is 2.5", turboxs is 3" ID. I've replaced the recessed tips on the turboxs with some nice SS ones.
Turbocharged RX-8 engine teardown and rebuild
http://blackhaloracing.com/
With three days to pull the engine, rebuild it and reinstall, is Charles R Hill from Black Halo Racing (BHR) up to the task?! View the video to see what we find when the engine with 51,000 miles is pulled.
More details and photos of this rebuild can be seen at:
http://www.rx8club.com/showthread.php?t=148395
PS: I admit I didn't hold the camera stable enough for the first day of footage. Gave me a damn headache editing the footage.
Stock RX-8 vs Turbocharged RX-8
http://rotaryinsider.com
Not a race, just a comparison of the same car in different stages of it's life.
RX-8 TurboXS headerback with new muffler...
I was looking for a way to reduce the sound of my 3" turboxs headerback Exhaust system, but to keep the Exhaust free flowing. So I looked into all the usual places, and at the usual mufflers everyone here have been installing.
I ended up getting something that is similar to a straight pipe setup, but without any packing material.
So what I bought was a pre-muffler system... here's some of the promotional info about it:
These muffler replacements make use of a design so unique that is a patented design. First of all the design is a "straight through" design. Thus not creating back pressure by placing baffles or pulse diverters in the path of air flow. No packing is used. The Insert requires no case, saving weight. It is so effective that an Insert weighing no more than ¾'s of a pound will allow virtually any engine to meet the sound requirements, with minimal to no power loss. In fact low and midrange power generally increases. Where top end power is lost it can be compensated for with the normal tuning change typically needed with a slight increase in back pressure. Since scavenging is a function of the free flow of the Exhaust pulse, a design such as the CC INSERTS does not negate the scavenging effect of an uninterrupted pulse. The unit is so compact that the Insert is only about 7" long and can be cut even shorter if needed. For racing or street use you only need one Insert in each collector or Exhaust pipe.
What is really neat is that you can build an Exhaust system where NO MUFFLERS are needed. You can do away with the big clunky, inefficient boxes that hang under the car. Ground clearance improves and you can route the pipes wherever you wish without worrying about where to place this big box. Pipes can be located closer to the body than previously possible giving even better ground clearance.
When it comes to sound the Inserts give a true High Performance effect. In fact they have been described as sounding just like open headers only quiet. The Insert produces a deep sound with a sharp crisp note. The design of the Insert is such that most of the higher frequencies are cancelled out, leaving the deeper lower tone to dominate. The straight through design gives the crisp note. The higher, sharper frequencies are the most objectionable to both the rule makers and the ear. As an added feature you can adjust the level of sound that you desire. Each Insert comes with a plug and a restrictor. These items can be tack welded on for the most sound suppression. If you do not use the plug, which diverts more air through the cooling chambers, you get an increased level of sound. If you use the inserts without either part you have the loudest note. Even at their loudest setting the units are still very acceptable for the street. You get to make the choice you are not stuck with only one level of sound, as you are with most designs.
What makes these Inserts so effective? The design seems simple at first. Lets examine what happens to the Exhaust pulse as it reaches the Insert. First a portion of the flow moves directly through the center tube, the balance is directed through the first disk. This creates a higher pressure zone in the area outside of the center tube. The result is that the air flow through the center tube is now faster, creating a low pressure zone in the tube. Since the tube is louvered a portion of the air that passes through the first disk is drawn back into the center tube. This helps draw more air through the first disk, thus reducing the back pressure created when the air first encounters this disk. By drawing slower moving, cooler air back into the center tube we reduce sound. Cooler air is quieter than hot air. The remaining air that is not drawn into the center tube flows through the next insert, thus slowing the flow and cooling this air even further. Then the difference in pressure between the two air flows pulls additional, cooler air back into the center tube. This further reduces the sound of the Exhaust gases. If a three disk unit is used the same process is repeated. When the last disk has been passed the remaining air flow exiting the tube, but not drawn into it, mixes with the air flowing out of the center tube further cooling the air. This design not only cools the Exhaust gases, to reduce sound, but by mixing the separate air flows multiple times, further reduces the sound emitted.
http://www.engineceramics.com/hardpart/ccinserts.htm
RX-8 with HKS Legamax exhaust
http://rotaryinsider.com
Sorry to report that I'm getting a replacement transmission because 4th gear syncros are not functioning properly. On the good side, while it's dropped I'll have an ACT HD clutch and ACT streetlite flywheel installed :)
Meanwhile, I have a new Exhaust, so I'm posting what the HKS Legamax Exhaust sounds like on a NA car with the stock cat installed. This isn't an exciting video, but it will be useful for people looking for different Exhaust combos for future purchases.
Personally, the sound isn't as deep as the borla, so I would rank it lower, however the Exhaust is better made, and I like the smaller twin cans instead of the large muffler that the borla has.
Test Drive 2007 Mazda RX-8 w/ Exhaust, and Full Tour
In this video I give a full in depth tour and test drive of a 2007 Mazda RX-8. I take viewers on a close look through the interior and exterior of this car while showing details, over viewing of features, and noting unique styling cues to the vehicle itself. I also show the engine and the details of it, start it up and see how it sounds under acceleration with a full test drive over various road scenarios you might encounter during daily driving. A thorough tour/review of this car designed to give others a greater overall appreciation of the vehicle.
My Mazda RX-8 exhaust & body kit premier
Szevasztok Magyarok! My Mazda RX-8 with a body kit prototype. This kit is so new, that it hasn't got name yet. For more (actual) pics please visit: http://www.carstyling.hu/car_shower.php?id=45514
or: http://www.cardomain.com/ride/3238627
Actual look of the car: http://www.youtube.com/watch?v=Z4MZtm5oaJM
Music: Sonar - Dubai
http://www.sonarmusic.hu/eng/main.php (média - Music - 2006 Dubai)
NA RX-8: Borla exhaust w/ RB revi intake
This set of videos are to better show the differences between Exhaust configurations on an otherwise stock RX-8.
This video shows the borla Exhaust with the racing beat intake
My RX8 0 - 200 kph 27.2 sec. on 1 Km!! (stock,manual 231hp)
Szevasztok Magyarok! STOCK manual 231 hp RX-8 0-153 kph (96 mph) on 1/4 mile in 14.48 sec!!!(a Ferrari 360 Spyder, 400 hp does 1/4 mile in 12.73 sec).. / 0-100 kph (62 mph) in 6.72 sec. (Factory: 6.4 sec.) / 0-128 kph (80 mph) in 10.13 sec. / 0-144 kph (90 mph) in 12.43 sec. / 0-150 kph (93.7 mph) in 13.94 sec. / 0-160 kph (100 mph) in 16.05 sec. / 0-176 kph (110 mph) in 19.92 sec. / 0-192 kph (120 mph) in 24.06 sec. / 0-200 kph (124 mph) in 27.23 sec (on less than 2/3 mile) and 0-209 kph (near 131 mph) in 32.93 sec (on other vid from me 32.1 sec. and 0-220 kph in 39.4 sec.) Besttime: 0-230 kph in 44.6 sec on straight road(till max. 9000 rpm in every gear). NO DOWNHILL, NO WIND, 9 DEGREES CELSIUS, DRY ROAD
