It has a radiator. You probably got confused because it looks kinda like the intercooler pipes go in and out of it the way the picture was shot. It looks like it doesnt have an intercooler though, which makes sense with the methanol of course.



Josh

Can you explain the intercooler/methanol thing?





Also, can you find RX-3s in the states?

Holy **** thats badass.. 10 injectors sounds phuckin crazy, You said it was running methanol.. does this mean you can raise the boost even higher and go faster or is the motor maxed?

That is an awesome car. I would love to see it run sometime.

thats a ****** beast Ito...is there any videos of that RX3 running

What's the oiling setup? Noticed the big braided hose going where the filler neck would normally go. https://www.nopistons.com/forums/pub...1047683561.gif

Yes theres video of the car running. Insane burnouts...

where we want to see https://www.nopistons.com/forums/pub...1047683894.gif

Hey Judge



Great car, could you give us and idea of what sort of RPM the power starts to kick in? and what sort of torque curve the engine has is it similar to an atmo PP.



If you were to use an engine like this for road racing would you prefer to use an IDA style intake with twin throttle bodies of around 50mm each or sticking with a large single body https://www.nopistons.com/forums/pub...1047683329.gif



Go the Motec https://www.nopistons.com/forums/pub...1047683894.gif https://www.nopistons.com/forums/pub...1047683894.gif

The large single throttle body works better in a drag racing enviroment. The twin TB IDA style normaly gives a broader power band and is better responsive out of the power band than the single TB. Also part throttle power is much better with multi-barrel setups than single TB's. Now if you had the time and money to experiment with manifold length/design etc. you'll probably get the single TB to work satisfactory. I've seen IDA style TB's that are not sized for the application also perform badly. When it comes to PP's intake runner length plays a very important part in the power band and where peak torque occurs.

Just as an example on my friend's all motor PP below(signature), 95% of the torque is in the powerband or never drops off during shifting. That setup on a road race car would be very lazy on low speed turns etc. For road racing you need as wide a power band as you can get.

When you throw in a turbo then the whole situation is different. With a turbo you can do mods that will aid peak power without sacrificing low speed power because the turbo always help out. Now that's not saying you can't take it to extremes but it's easier with a turbo to push things a little without having to compromise.

The same porting/combination with a turbo normaly would yeild a much broader power band than if it's NA. That's one of the reasons why a lot of people don't take the time to experiment or find the limits of their turbo combinations. Most peolpe are satisfied with the results of just the turbocharger. There're even more to be gained in turbo applications experimenting with intake and exhaust length tuning than there would be if it was just NA.