I am willing to argue the rotary "redline" that everyone says my statement is false.

I agree there is a MECHANICAL limit the engine is going to go...I agreed. I simply stated that ROTARY design is superior in that it will CONTINUE to make hp until it blows up.

While a regular piston motor will get to a point and no longer make hp and then blow up.

If you had someone blindfolded and seated in a car. He could not hear or see anything. Only feel the sensation of speed and movement. If he was in a piston engine and taken to redline...that person would FEEL a significant loss of momentum indicated the engine is at its limit and no longer producing power and then going to explode.

If you had the same person in a rotary engine car the person would not feel any loss of momemtum until the engine MECHANICALLY failed..due to what everyone stated before me.

Whatever..I am not trying to be a cyber thug...I guess we can debate this forever. No harm no foul...

o.O Have you taken a stock S4 to rev limiter? There is a definite loss of power before fuel cut, due to the intake ports & exhaust not being able to flow enough.

-=Russ=-

i suppose opening up the ports would aid that...but reguardless you'll reach a point where your not able to get enough air/fuel into the motor and lose power

i thought the same person who designed the 944 chassis designed the fc?

Sorry but this is complete nonsense. Power is strictly related to airflow, and rotaries have to breathe air to make power just like piston engines. All the same rules apply. Have you never noticed that the peak power of every production rotary engine occurs lower than the marked redline? Guess what, the engine is no longer making more power past that point.

The only thing I can think of related to a rotary engine making power until it blows up is the fact that there are no valves to float. On most piston engines, you reach a point where the valves are no longer able to follow the cam, and the engine flat out will not rev past that point. This may occur before or after the engine destruction RPM. A rotary engine, having no valves, will probably be able to free rev itsself up to destruction RPM, but it's not making significant power up there, it can just spin itsself.

I'd bet you could get a stock engine to free-spin 15k+ RPM without mods, but you'd need a different ECU - the S4 ECU, at least, is electrically unable to hold ignition timing much past 8000 RPM (the ignition chip can only cycle so fast, and that's about it's limit).

-=Russ=-

I'm in socal too but the only questions I get are: "Hey bro dose your 240 have Turbo?"or "What year is your 240?, Mine looks diffrent.." They ask even tho the front lip clearly says "MAZDA" on it :wallbash:

I don't know if this is FC specific, but the 13B in general likes to idle with retarded timing... 5 deg ATDC... I don't know of any other engine that's like that... Most piston engines I've worked on like to idle between 10-20 degrees btdc, just an interesting tuning tidbit that I thought was weird when I first started tuning tofuball's FC.

Also, someone made a 2 stroke comment earlier, but technically the rotary is a 4 stroke... each rotor goes through intake, compression, combustion, and exhaust... it just does it differently from a pistion engine.... there is even a spark event (well tecnically 2 with trailing, 3 considering the wasted spark leading coil) every 180 degrees of e-shaft rotation... which is just like a normal 4 cylinder.

Ya know I always wondered why it had the little lip...

Uhhh, no. You might note that Porsche is a german company and Mazda is Japanese. Since the end of WWII they have been competitors, not collaborators.

The 924/944 was a design target for the 2 gen developent. Mazda was targeting the same market segment. The design was original and utilized original thinking to solve chassis and handling issues previously untamed. The styling was considered pleasantly attractive, but unoriginal and derivative.

I thought the FC was made to compete with the 924 and the 944 was made to compete with the FC. I'll have to check the years to make sure, though.

Best fact on this thread yet: Chuck Norris used to own an FC (like no joke, seriously)

Holly cow !!!!!!

one more ...... five butterfly in one throttle body .......... hmmmmmm

and when an apex seal broke on the rear rotor he round-house kicked the car so hard that he created a rift in time. the vehicle was pulled in and actually reverted back in time to the date that he first bought it, eliminating the need for a rebuild.

the chuck norris boat left last week you guys are late.

In late 1982 two final designs were chosen and were consumer clinic tested against Porshe 944, Toyota Supra, Nissan ZX, Corvette and 1gen RX7. Pains were taken to conceal the manufacturing origin of the two new designs. The design became the 2nd generation RX7 scored the top points, narrowly winning over the 944.

For the RX7 team, 924 was the price/performance point to beat for the N/A, but the 944 was really the performance target for the Turbo II.

Mazda Chief Project Engineer Akio Uchiyama crashed a 944 at Nurburgring in May of 1983 during track testing. After extensive testing of the RX7, he was suprised by the massive throttle-lift oversteer in the Porsche.

(information taken from Sports Car Color History-Mazda RX7 by John Matras )

I can't tell you the exact dates of the 924 and 944 production. The Porsche equivilent to our RX7 Club is Rennlist. This is kind of unofficial, but over on Rennlist 924/944/951/968 registry I find listings for 924 ranging from 1978-1986 with 924S in 1987 and 1988.

944 listings range from 1983-1989 with 944S produced 1990 and 1991.

So, per several sources, both the 924 and the 944 predate both the production and design of the 2nd generation RX7.

Actually, the FC's performance and specs are very close to the 944, and around a track they'll post very close times. I've been on track with a 944 and I can attest that they're pretty close performance wise, but I was faster in the end. The 924S was an upgraded 924 with the 944 drivetrain, to offer a lower priced alternative to the 944, and the 944S was a 944 turbo without a turbo (the body was at least). The TII can't compete with a 944 turbo, as it's a radically different car from the 944, with a completely different suspension and much more power than a TII.

- Rotary Engines have a 1080 degree combustion cycle

the combustion event happens every 90 degrees of rotation, multiplied by 3 for each rotor face and you have 270 degrees of combustion per e-shaft rotation.

ive always considered a rotary to be in a class by itself. while it does have properties of a 2 stroke(oil on the combustion chamber to help seal, multiple cycles happening at once) it doesnt have pistons so it cant have "strokes". it takes a 4 stroke engine 4 strokes to get the job done and a 2 for the 2stroke. all engines need the 4 cycles(intake compression power exhaust) and a rotary rotates through them all at the same time. so technically a rotary is a rotary

Also, we have ports like 2-strokes.

The Rx-7: One of the very few cars you rarely ever see insanely riced out.

i beg to differ

i dunno if somebody mentiond this already but
fc have the classic ugly maroon colored interior... which i have

id rather have a 7 than a porsche though, especially a 928. them shites is ugly.

but the 944 turbo's are HAWT. one of them tore my N/A up un the highway a while back :(