Rx8 Centrifugal Supercharger
Unleashing the untamed power of the rotary engine, the RX8 Centrifugal Supercharger stands at the forefront of automotive innovation, merging raw performance with unmatched precision. Designed to take your driving experience to exhilarating new heights, this marvel of engineering transcends the limits of traditional supercharging technologies. With a symbiotic fusion of elegance and aggression, the RX8 Centrifugal Supercharger redefines what it means to fuel your passion for speed. In this article, we delve into the inner workings of this extraordinary force of nature, uncovering its groundbreaking features and unravelling its secrets, so brace yourself as we embark on a thrilling journey through the realm of the RX8 Centrifugal Supercharger.
DNA Motorsport ProCharger System for Mazda RX-8
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ProCharger System for Mazda RX-8ProCharger power for the Renesis RotaryDNA Motorsport is proud to bring you a bolt on ProCharger system for the Mazda RX-8. A complete bolt-on kit that will add at least 60% more power to your stock standard car. Over 90% more power is possible for racing use. With DNA Motorsport’s expertise in designing ProCharger systems, success was achieved in a relatively short period of time. Since then extensive testing has been done to transform the RX-8 into a real performance machine while retaining factory smooth drive-ability and reliability. We have now completed over 100,000km in all climates and conditions. Race track testing in Australia, cold climate testing in Europe (thanks to Lennart and Rolf) and high speed testing in the Middle East (thanks to Jeffrey). The power delivery of the ProCharger D-1SC is smooth and progressive. The ProCharger gives you a ‘more powerful naturally aspirated’ feel which assures the driver with confidence. Of course the power is right there with a blip of the throttle all the way to the 9000RPM redline. Our ultimate aim was to extract power without losing any of the high revving character of the Renesis rotary. After all that is the reason you love rotary power, right?
* ProCharger Product specifications are as per ProCharger website. ProCharger D-1SC is self-contained. Meaning, the oil needed to lubricate the gears is self-contained within the ProCharger unit itself. Other supercharger systems require punching a hole in the oil pan and running oil lines into the supercharger unit. So, if you happen to damage the oil pan, the supercharger will self-destruct. A specially formulated high-tech oil keeps the ProCharger cool and exceptionally reliable for everyday use. There is simply no better way to power-up a daily driven street RX-8. Take a ProCharged RX-8 for a test drive and you will agree there is no better way to power-up your RX-8. PowerMod Engine Management system is the brain of the whole system. PowerMod takes aftermarket engine management to a whole new level. It’s not a ‘chip’. It’s not a ‘flash’ or any other kind of ‘sensor bending’ trickery. It is simply the best hybrid ECU in the world. PowerMod takes full control of running the engine (ignition timing and fuel delivery) while leaving the factory ECU to handle everything else. Achieving levels of performance closer to Motec and Autronic for an ‘interceptor’ style ECU is unprecedented. With the RX-8’s highly advanced engine management system, PowerMod is the only choice for safety and reliability in an everyday use RX-8. PowerMod tuning is done in Real Time, on a chassis dyno. With full control over ignition and fuel, each car can be tuned to perfection. Once installed and tuned the PowerMod simply works, even if Mazda re-flashes your factory ECU during servicing. Smooth idle, controlled power delivery, safe and reliable drive-ability, that’s what you get with the DNA Motorsport ProCharger system. The kit is designed for 8psi , and is capable of making 60% more power. High performance without losing any of the drive-ability, throttle response or the reliability you would expect from your daily driven RX-8. That is the guarantee of the DNA Motorsport ProCharger systems. New ProCharger D-1SC
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Unleashing the Spiraling Power: The Rx8 Centrifugal Supercharger Unveiled
The innovative engineering behind the Rx8 Centrifugal Supercharger has pushed the boundaries of performance to astonishing heights. This revolutionary device is set to unleash a spiraling power that will leave car enthusiasts breathless. With its cutting-edge design and unparalleled features, the Rx8 Centrifugal Supercharger is a game-changer in the automotive industry.
One of the standout features of this remarkable supercharger is its ability to deliver instant power at any RPM. Whether you’re cruising at low speeds or pushing the limits on the racetrack, the Rx8 Centrifugal Supercharger guarantees an exhilarating experience. Its advanced technology ensures optimal air compression, resulting in a seamless and uninterrupted surge of power. Coupled with its precise control and streamlined efficiency, this supercharger is a force to be reckoned with.
In addition to its impressive performance, the Rx8 Centrifugal Supercharger offers outstanding durability and reliability. Crafted with the finest materials, it can withstand the most demanding driving conditions. Its state-of-the-art cooling system ensures that temperatures remain stable, preventing any overheating issues. With easy installation and minimal maintenance required, this supercharger is the perfect choice for those seeking an ultimate driving experience.
Revolutionize your driving adventures and elevate your vehicle to new heights with the Rx8 Centrifugal Supercharger. Embrace
Maximizing Performance: Unraveling the Secrets of the Rx8 Centrifugal Supercharger
Question 1: Broadly speaking, look for a supercharger that’s used on a a piston engine making a bit more power than you’re aiming for with the rotary. Basically horsepower comes from air flow, a rate of something like 1.5 hp per CFM of air. Rotaries are a bit less thermodynamically efficient (that’s why the exhaust is so hot), so that number will be a bit lower than it would be for a piston engine.
Question 2: Packaging-wise, the centrifugal blower almost always wins over any roots or twin screw blower. Alas, the boost rises with the square of the RPM, so it’s going to make a peaky, high-strung engine even more so.
Generally speaking, I think the best supercharger to use is a turbo, but from what I hear the RENESIS engine really doesn’t like those…
The bar napkin math is air volume per rev (combusted) engine X pressure ratio = supercharger volume per rev
So 1.3L X 1.7PR = 2.21L/rev. The M90 (90 cubic inces) displaces 1.48L/rev so you need to get the pulley ratio up to spin it faster. 2.21/1.48=1.49:1 pulley ratio. That also means you’ll be spinning the SC up to 13,400 at 9,000rpm, pretty well matched.
In reality the supercharger less than 100% efficient and the engien VE varies so you may need to play with the pulleys.
Does the 5 rib belt work? If you need a custom crank pulley let me know. I’ve made them before and have an RX8 pulley hub sitting here.
I don’t remember the cause but forced induction kits on the RX8 were wildly unsuccessful when they first came out. I’m not sure if it exacerbated issues already there (lubrication/fuel) or caused new ones.
Wiki reminds me that Depsey Racing went to the 20B-REW. The triple rotor 20B had 2 litres (1962 cc) of displacement, for their racers.
On the bright side make it work on the cheap and if it pops move on.
1. You need to know how much air the Moter pumps per revolution of the crank. With a piston engine it is half the engine diplacement due to there being 4strokes a rotary I think is 1/1 where as a piston motor is technically .5/1 so knowing this I think you would double the displacement of the wankal motor when using a supercharger calculator. Most calculators factor in looses in efficiency but you should check that as well.
2. If you really want a 9,000 rpm red line you are going to have t be carful with overspeeding the supercharger. Memory said that many of the older Eaton unit are limited to about 14,000 rpm and then bad thinks happen. So if you want that rpm you are going to have to use a larger supercharger and spin it slower because the roots type superchargers efficiency drops off at higher rpm.
3. You may also have to keep in mind your piping sizes as the air speeds in the piping is going to get quite high if you undersize the pipes.
Lastly something to consider. Rotary don’t play well with knock. No engine does but rotarys in particular due to the design of the apex seals. Supperchargers are best at adding power across the rpm range. Especially at the bottom end and this is where you can more easily get knock. Turbos are the opposite and play much nicer at higher rpms at the expense of some bottom end power. Turbos can also easily keep up with a rotarys rpms as a turbo is only working based on air movement and the energy in the exhaust. A turbo really does not know or care what the rpm is. This is why you don’t see supercharged rotarys. They are a poor match for each other. This is also why Mazda turbo is rotary’s from the factory.
