Jimmy2222

iTrader: (3)

In my rebuild, I'm planning to use 9.7 rotors and hopefully run a standalone or a Haltech Platinum Sprint RE (if it can be funded) if not probablt an Rtek 2.X. I was wondering, if I were to use 13B RE(W) irons/housings. What changes would have to be made to use them in my build? (And would it even be vialbe?). Would there be any problems with location of spark plug holes or anything like that? Would I have to dick around with my intake manifold?

Thanks.

PvillKnight7

iTrader: (16)

You can run pretty much any combination of parts with an open source EMS. Use the newer housings if that's the best set you have. Have you ever rebuilt a rotary engine?

Jimmy2222

iTrader: (3)

Thanks, that's what I expected, just wanted to verify. Also, yes it is, but I plan on keeping this car, I'm willing to stick through it and work out the bumps.

arghx

iTrader: (3)

Hold on--this is a turbo engine?

REW irons present a lot of problems. The biggest problem is that they are designed for engine mounts on the rear iron, not the middle iron like the FC is designed for. Engine mounts and oil pans changed every generation of Rx-7. The REW intake runners are larger than series the FC irons, especially the s4. So you would want to at least port match your intake manifolds or switch to FD manifolds. That presents other issues like using the FD throttlebody and TPS. If you use FD irons you have many of the problems associated with an REW swap.

The REW housings should work without any major issues.

Jimmy2222

iTrader: (3)

Alright, thanks a lot. That's what I was looking for. How much bigger exactly are the runner on the RE(W) irons, would there be much more of a benefit by using them over S5 irons?

It's an S5 T2 yes, just want to try to get the most out of my engine without going into too much boost.

arghx

iTrader: (3)

The FD does look a lot more impressive. But in terms of real world performance, in my experience the gain is minimal. And FD owners hate their LIM because the runners are not equal length because Mazda needed to fit the sequential turbos in there.

I have an s4/s5 hybrid turbo engine: s5 irons and s4 housings. The best thing you can do to make good power on low boost is to pick the right turbo and manifold for your goals. When you start modifying an FC and FD engine the performance difference between the two narrows significantly, especially when you start dealing with good sized single turbos.

If you did FD irons you would be making a lot of work for yourself--work that is not justified. The s5 irons are already stronger than the s4 due to the stronger casting. The increase flow of the s6 does not justify the work involved. Good tuning and a good turbo setup will yield the best return for the time and money invested. On the build itself, focus on replacing the parts properly and clearancing them correctly. Why go through the trouble of FD irons when you could spend that time on money on new, freshly clearanced side seals plus a good flowing turbo?

Jimmy2222

iTrader: (3)

Alright, I was just tinkering with this idea to see if it had any real benefits (heard the runners were a lot bigger in S6 irons). But you're right, I probably should save myself the headache and get a nice turbo setup.