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A major update for everyone RP has got the Blower installed and up and running on the RX-8.
PR is holding the boost down to 2-3 psi(by way of an over sized pulley) since the electronic have not been finalized yet and there has not been any problems what so ever so far.
There are no drivability problems; It idles perfectly and has no ill effects on any normal driving.
You cannot hear it unless you open the throttle and then it is only a slight whine.
If you know its there and listen for it you can hear it standing next to it.
BTW it took about 12 hours to do the first install. Which once the production parts are available it should only take a first timer about 8 hrs. Note this was the RX-8 install The s2000 install should be somewhere in the same time frame.
I'd like to add a little comment on throttle body placement.
Obviously I can put the TB anyplace I want so it's not a matter of what's available.
It's a matter of what I think is best. Placing the TB after the compressor is a poor way to build a system IMO.
This is due to the fact that you are making pressure against the TB if it's on the outlet side. Now I know you plan on a BOV but if you put your hand on the air coming out of that valve it will feel warm or even hot.
Anytime you feel heat you had to pay a tax to get it. All work creates heat, meaning HP. Meaning fuel burned.
Why waste HP only to discharge it. When you have the TB on the inlet side the blower is working in a partial vacuum. Therefore taking very little HP away under cruise conditions. The tipping of the throttle instantly adds density to the air and the compressor starts doing work. This happens faster then you can notice it and it is seamless.
It is easier to use MAF systems with a draw through because the tempretures make sense to the system. Hot air to the massflow means "thin" or low mass.
Compressed air will have heat but be denser confusing the system. MAF sysems don't usually use a MAP sensor, one must be added.
Speed density systems don't have this problem but they are being used less by the OEM's.
The only problem that pressure side placement solves is vacuum against the inlet side seals in the SC. Turbos have this problem too but some people have solved it. Running a turbo against the TB makes the exhaust work all the time creating heat in the exhaust as well as the intake. Remember heat cost HP no matter how or where it gets produced.
Work done = heat produced
Every degree of heat ingested goes through and is still there when it leaves the tailpipe. Meaning you have to deal with it during combustion.
Sorry that took a little longer then I thought it would.
RP if you were referring to the way out there setup I was coming up with to pass the time the BOV was only to get the sound there was no actual benefit from using it.
RP, nice to see that you made progress with the RX8 setup, I wish you the best of luck with it. I was under the impression that the new rotary didn't like boost very much, but I guess maybe I was wrong.
Two design ideas now the A/W Aftercooler is not necessary but if it is a possibility it would be nice to have one just to get a bit more power due to cooler denser(more mass flow) air charge
After cooler setup would require a reverse flow design from the non after cooled version depends on how big the Aftercooler would need to be.
If the cooler was small enough it would be possible to replace some of the piping in the first picture with the Aftercooler.
RP is still driving around on 2-3pis until the electronics get finalized but so far on this little boost no problems so far.
I think there was some mention on the RX-8 thread somewhere of a DYNO run in the coming months pending finalization of the RX-8 ECU/electronics.
On the production model RP would like to keep the stock ECU (for CARB cert and for thoes with out flashable ECUs) and do some sort of piggy back system but don
