rebuild help please and ?s
05-30-05, 09:56 PM
#26
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okay so s4 n/a housing will have the appropriate coolant passages but the n\a diffusers need to be removed, correct? apparently s5-s6 dont have the coolant passage that feeds the turbo out of the lim, but what if the turbo was feed coolant from another source (i.e. the port that used to feed the throttle body thermowax) and if both s6 housings were used, would there be an issue with ignition timing then do to the spark plug locations in the s6 housings being lower and the cas telling the coil packs to fire when the rotor is in an earilier angle in relation to the eccentric shaft rotation? not that i am trying to make more work for myself, i am just trying to put my car back on the road in an orderly and reasonably priced way. seeing as how the last time this happened it took me a year to put it all back together with a jspec that was running perfectly fine until a mishap (totally my fault, read mix a little drink with a little running of someones mouth to a misshift @ 90 into second and bang! no more rotor, ah but you only live once) so i just need to know if it can be feasably done. i dont care if i have to do a some custom cut and grind and locate a new water source, that can all be done if the housings will work (s6). otherwise i might as well narrow my search now to just s4 turbo housings. as of now i am pretty sure i will have the rotors milled out for 3mm anyway. i was originally trying to avoid removing the front rotor as it is still in great condition with all seals in tact and i was hoping to get way with only purchasing the seals need for the rear rotor but now i will probably have to go all out.
05-30-05, 11:37 PM
#27
the reason most people use S6 housings is because they have larger ports than a S4 or S5 which is why i said that.
Rx7Ridah, the n/a rotor housings have the coolant passage blocked off so the rear would need to be drilled/machined back open to allow coolant to pass to the lower intake. the exhaust sleeves also need to be swapped over, simple as welding a bead onto the roll pin and pulling it out with vice grips or you can cut the diffuser off the n/a sleeve and it will work fine.
far as the spacer, the one i tried it on i saw no spacer on the rotor housing, i cleaned it off and the face was aluminum for the seat and i placed the steel sleeve in and it did not sit flush, maybe this was an early make 13B rotor housing before they started using spacers? or maybe i am crazy...
Rx7Ridah, the n/a rotor housings have the coolant passage blocked off so the rear would need to be drilled/machined back open to allow coolant to pass to the lower intake. the exhaust sleeves also need to be swapped over, simple as welding a bead onto the roll pin and pulling it out with vice grips or you can cut the diffuser off the n/a sleeve and it will work fine.
far as the spacer, the one i tried it on i saw no spacer on the rotor housing, i cleaned it off and the face was aluminum for the seat and i placed the steel sleeve in and it did not sit flush, maybe this was an early make 13B rotor housing before they started using spacers? or maybe i am crazy...
Last edited by RotaryEvolution; 05-30-05 at 11:40 PM.
05-30-05, 11:59 PM
#28
RX7RIDAH: read this, please. Read it in full, read it again, and when you're ready to ask another question, read it once more just to be sure. 
The housing specs are as follows.
85 and prior: chrome flake badly, coolant o-ring groove is cut into the rotorhousing, not the iron. Small exhaust port. Not useable in any 86+ engine.
86-88 nonturbo: chrome flake and compression surface wears moderately, most of these aren't in very good condition if they have over 100k miles. They're usually fine to reuse in a street nonturbo engine, but not for something like a modded t2 or an FD. They have the noise diffusers in the exhaust, so you can either cut them out or swap sleeves entirely. The port itself is identical. Plug timing is different from 89+, and these do not have the casting above the T plug for the knock sensors. Required 4 oil injectors for lube.
87-88 turbo: same as above, except with smooth exhaust port identical to FD. Also they have an additional coolant passage where the LIM bolts up, on FC's this feeds water to the stock turbo through teh LIM which has a drilled passage. To use this housing on an FD you'd have to plug the coolant passage.
89-91 nonturbo: chrome flakes and wears very mildly, holds up quite a bit better than 88 and back due to a change in coating. Still required 4 oil injectors for lube. Plug timing is changed, and matches the FD housings. All 89+ housings have the holes for knock sensors above the T plug. The NA housings have the exhaust diffuser issue that must be addressed. The NA housings do not have the coolant passage at the LIM. So, if you mod the exhaust port to your desires, this housing is almost identical to an FD housing, and usually will exhibit a similar amount of wear.
89-91 turbo: same as above but has smoothport exhaust and the coolant passage issue at the LIM.
93-95 FD: went to a better internal coating for slightly less wear, also required less lubrication, so they went from 4 oil injectors on all previous models to 2 on the FD. Smoothport exhaust sleeve, same as s5 NA in all other regards.
yes, you can mix and match housings of all kinds, this is the beauty of 13B engines after 86. You can purpose build an engine for many different requirements because of this. You can do complete rotating assy swaps, change irons for different intake port configurations, or improvise out of necessity.
85 and prior: chrome flake badly, coolant o-ring groove is cut into the rotorhousing, not the iron. Small exhaust port. Not useable in any 86+ engine.
86-88 nonturbo: chrome flake and compression surface wears moderately, most of these aren't in very good condition if they have over 100k miles. They're usually fine to reuse in a street nonturbo engine, but not for something like a modded t2 or an FD. They have the noise diffusers in the exhaust, so you can either cut them out or swap sleeves entirely. The port itself is identical. Plug timing is different from 89+, and these do not have the casting above the T plug for the knock sensors. Required 4 oil injectors for lube.
87-88 turbo: same as above, except with smooth exhaust port identical to FD. Also they have an additional coolant passage where the LIM bolts up, on FC's this feeds water to the stock turbo through teh LIM which has a drilled passage. To use this housing on an FD you'd have to plug the coolant passage.
89-91 nonturbo: chrome flakes and wears very mildly, holds up quite a bit better than 88 and back due to a change in coating. Still required 4 oil injectors for lube. Plug timing is changed, and matches the FD housings. All 89+ housings have the holes for knock sensors above the T plug. The NA housings have the exhaust diffuser issue that must be addressed. The NA housings do not have the coolant passage at the LIM. So, if you mod the exhaust port to your desires, this housing is almost identical to an FD housing, and usually will exhibit a similar amount of wear.
89-91 turbo: same as above but has smoothport exhaust and the coolant passage issue at the LIM.
93-95 FD: went to a better internal coating for slightly less wear, also required less lubrication, so they went from 4 oil injectors on all previous models to 2 on the FD. Smoothport exhaust sleeve, same as s5 NA in all other regards.
yes, you can mix and match housings of all kinds, this is the beauty of 13B engines after 86. You can purpose build an engine for many different requirements because of this. You can do complete rotating assy swaps, change irons for different intake port configurations, or improvise out of necessity.
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