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Project Tri-Loaf FD3S Is Underway:
Himni Racing is building another shop car that will set new standards & raze the bar to another level. The platform is of course a 94 Mazda RX-7 FD3S. Without giving away too much information, it will incorporate a Tri-Loaf rotary engine,  many in house fabricated one off parts, Microtech LTX12S Standalone EMS,  BIG Garrett ball Bearing GT single turbo & countless other parts & new innovations. Keep your eye out, it's HR style & it's gong to be sick!
Website Updates:
We our site has undergone reconstruction yet again. We have maximized it's performance & security to serve you better & keep you safe. Many new features have been added, 1 for example is the recommended items feature. When viewing a particular product, check the bottom of it's page to see what other items we recommend. They are carefully picked to allow you to get everything you need the 1st time.
More Stuff:
Countless new Parts & venders are added to our catalog. Brows around to see the top & most exciting new products.

What Does the 'R' refer to when seen in the name of a GT Turbocharger?
The 'R' in the name stands for "Roller". This indicates that the GT turbo is Dual Ball Bearing.

Proper turbo installation & Positioning:
Here are some basic guidelines for installing your new turbo.
Disconnect the actuator arm from the exhaust housing & remove the two mounting bolts that hold the actuator mounting bracket to the compressor housing & remove actuator. Hand tighten the two actuator mounting bolts back into the compressor housing. (the above does not apply to external wastegates turbos) Next loosen, (not remove) all the retaining bolts (13mm) that hold the exhaust housing to the center cartridge. Then do the same for the retaining bolts (13mm) that hold the compressor housing to the center cartridge. Both housings can now be rotated 360 degrees to best suit your installation needs. Mount the exhaust housing to the manifold. Next rotate the center cartridge so that the oil drain hold points directly at the ground. (very important) Now tighten the exhaust housing retaining bolts so the cartridge is locked into place, using a chris cross pattern. Rotate the compressor housing to your desired positioning. Install the actuator to the compressor housing so that the arm lines up with the wastegate swing valve. Next, tighten down all the compressor housing to center cartridge retaining bolts, again using a X pattern. If space is tight, you can make alignment marks (housings to center cartridge) & do the wrench work while the turbo is removed from the car.

Garrett GT Turbos Vs. T Turbos
There has been a shift in traditional T-turbochargers to a more much advanced & modern Garrett GT technology Turbochargers. Older 'T' turbochargers served as a workhouse for the OEM & aftermarket for many years, but now Garrett's GT has revolutionize turbocharger performance from the ground up and enabled the reduction of turbo lag to virtually undetectable levels. Also heard & known as " Turbo Efficiency / Supercharger Response" In short, the Garrett GT Turbos are putting the term 'Turbo Lag' to rest! Why wait for your turbo to spool, when you don't have to anymore?

In the 90's Garrett engineers R&D'ed a radically new efficient turbocharger, giving it the name 'New Garrett Technology'. (aka the 'NGT' turbo) Over time, they shortened the term to 'GT' and is now used to describe the aerodynamically advanced Garrett GT turbochargers.

So what makes the Garrett GT turbos so much better then T? Here's just a few reasons why:
-- The old T turbos typically contained 54 components. If you compare this with the Garrett GT turbos, it has Greatly reduced the number of components by more than 45% to a average of 29!....That's huge! Reducing the number of individual parts diminishes the opportunity for failure, thus resulting in smoother motion & increased rigidity. Meaning, GT is stronger & spools MuCh quicker then T.

Journal / Thrust Bearing GT Turbos- The bearing system in the Journal Bearing series GT turbocharger allows for improved shaft stability and less drag throughout the speed range. In fact, the GT shaft motion has decreased by 20%, which greatly improves the durability of the bearing system. If you compare a GT turbo to a T turbo, both capable of the same HP/size, the GT turbo will spool faster, while making the same or more HP. In fact, a GT journal bearing turbo can spool faster then a ball bearing T turbo. All this, and it's stronger!

GT Aerodynamics- The wheels used on the GT turbochargers increase the efficiency of the turbocharger system. Increased efficiency allows improved engine performance in each application.

Wheel Trims- The GT Turbo has several more wheel trims than the T turbos, enabling a more accurate match of turbocharger to engine, that will in turn, result in optimum performance. No need to settle for a turbo that's 'close enough' to what your engine needs.

Advancement- With the technology of today's Hi-Tech engines that are capable of producing much more HP per cubic inch, the use a T turbos only diminishes the engines performance. Advanced engines should use the advanced GT Turbochargers to obtain max performance.

What does the wastegate's spring pressure mean & how do you pick the right one?
The spring pressure represents your base-line boost pressure. If using the wastegate WITHOUT a boost controller, the spring pressure in the wastegate is the amount of boost you will make. (i.e. 6 psi spring in the gate, your car will make 6 psi of boost) If using the wastegate WITH a boost controller, the pressure can be increased above the wastegate's spring pressure, but NOT below it. (i.e. 6 psi spring in the gate, the boost contoller can not decrees boost below 6 psi, only increase above it) When using a boost controller, the lower the spring pressure used in the wastegate, the larger range of adjustably you have. If using the wastegate without a boost contoller, pick a spring that's closest to the amount of boost you want to run.

Rotary Engine Rotor Comparison Chart.
Note:::  Weight is without bearings & seals. Always use a pair of matching letter rotors to avoid balancing issues.
Engine                                 [Year & Type]                       [Compression]            [Weight : LBS]
12A    _________              76-82 FB RX-7 __________      9.4 : 1___________  10.15
12A    _________              83-85 FB RX-7 ____________  9.4 : 1___________   9.60
13B    _________              74-78 FB RX-7 ____________  9.2 : 1___________ 11.58
13B    _________               84-85 FB RX-7 ____________ 9.4 : 1__________   11.58
13B    (Non-turbo)_           86-88 FC3S RX-7 ______          9.4 : 1__________   10.04
13BT  (Turbo II)______    86-88 FC3S RX-7   ______        8.5 : 1__________   10.04
13B    (Non-turbo)______89-92 FC3S RX-7 ______          9.7 : 1___________   9.54
13BT  (Turbo II) _______ 89-92 FC3S RX-7 ________      9.0 : 1____________9.54
13B-REW (Twin-Turbo)__ 93-95 FD3S RX-7 _____            9.0 : 1___________   9.54
13B Renesis ___                 04-ON RX-8 _____________ 10.0 : 1___________   9.30

Much more Coming Soon!

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