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| Ignition for both the trailing and leading spark plugs is handled by GM LS1 coils, which are becoming a staple for Coil On Plug (COP) ignition performance on a budget. |
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| Two quick things to note on this Mazdatrix RX-8: First, this used to be a supercharged car. While Dave does not remember the exact manufacturer of the supercharger, the Australian company's boost method was great in street car trim. However, once engine speeds went up to increase power in race trim, the supercharger belts kept breaking apart. |
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Two, this was actually a Turbonetics TD06 Turbo that Kyle Mohan had left over from his Drift RX-8. Dave wanted to use something he knew made power and Kyle's RX-8 was certainly making enough to get the car into slides without much effort. The intercooler is also a leftover from the supercharger project, however, it has been modified to be smaller in height. The taller version blocked much of the Mishimoto Radiator, so Dave removed most of the bottom half and welded two new caps on. Another feature of the cooling system is the Downing modified water pump that provides more water flow while also reducing cavitation that could lead to cooling system failure. |
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| A custom exhaust manifold with 5 primary pipes feeds exhaust gasses to the turbine while boost is controlled by the Turbosmart Pro-Gate 50. Turbosmart provides the Race Port Blow Off Valve to ensure that the boost pressure vents to atmosphere any time the throttle is shut. |
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| Something that is kind of unique in that the air is still metered by a Mass Air Flow (MAF) sensor, I know it's usually more common to change to a Speed Density system when you boost a car. However, that also depends on who is tuning it. |
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| Another “relic” from the supercharger project is the custom throttle body. This eliminates the drive by wire system from the OE Mazda intake, uses a larger throttle plate, and allows for a custom intake manifold to be used. The RX-8 also uses an AEM Water/Methanol injection kit to keep the intake charge cool. I realize that I'm not getting into too many details about the internals of the engine, but that is because Mike already has with his article “Rotary Radness“ |
