j9fd3s

iTrader: (3)

+1. i've been playing with cars for more than 20 years now, and i have NEVER seen a piston engine car, go past 300k. it is normal for a taxi to go 300k, but not necessarily on the original engine

t-von

iTrader: (8)

Perfect econo box example right here. A true Mazda piston engine is a great engine and not that FORD junk that came in the 626. Rotary's just can do something like this. It's current design wont allow it as the apex seals wear much faster than piston rings. Plus the rotary's design wont allow for the same degree of lubrication as a piston engine. The side seals would have damn near dug a hole in the side plates if it got close to that mileage. There's just too many damn compression seals that can fail making that kind of mileage not possible on a rotary. LOL!

ZDan

3,000,000 mile Volvo P1800, two rebuilds (assuming "overhaul" means engine rebuild).
And it's even a sports car, t-von!

http://wheels.blogs.nytimes.com/2013...vo-1800s/?_r=0
Mr. Gordon has had it overhauled twice, at the 680,000-mile mark and again at nearly 2 million miles.

Also, from BITOG forums:
Anyone out there with 500,000 miles or more? | Passenger Car Motor Oil (PCMO) - Gasoline Cars/Pickups/Vans/SUVs | Bob Is The Oil Guy

t-von

iTrader: (8)

That Volvo is nuts.

ZDan

Hey, my in post #1082(!) I quoted Julian, but it shows up as if I'm quoting ptrhahn? How did that happen, how to correct?

Mahjik

iTrader: (1)

Fixed

Tem120

iTrader: (5)

In the piston's defense... The miata Motor LOL . I know of a 91 miata that was abused every weekend with auto-x daily driving , drag racing ( after it was boosted ) and lasted 300k miles the last 40k were boosted .

And it only blew because the car hit something on the road the oil pan sprung a leak and bled all its oil and went boom .

I have crazy love for the BP engine series ... But When I get in my FD . I don't know something about it feels better then the miata . I tribute it to the car as a whole including engine , I've been in V8 rx7's and I feel much more comfortable and trusting of the car's handling with my torque less wonder , then the high torqued V8 as for reliability I blew my engine last year .. and it was 100% my fault .

RX7 RAGE

iTrader: (22)

Toyota just announced the FT1 conecpt at NAIAS, where you at Mazda?!

ptrhahn

iTrader: (9)

^^^

It's just a concept car, from which "elements" will probably show up in Toyota sports cars, but it's pretty hot. I'd drive that.

It's a hell of a lot more exciting looking than the LF-A. That thing is more powerful than a sleeping pill.

Fritz Flynn

iTrader: (263)

Pete, love the sleeping pill comment, it's so true

The LFA is one of the few super cars that doesn't interest me in the slightest it's about as sporty looking as a lexus sedan.

This supra concept however is nice and I love the soft lines as apposed to most of the other cars out today.

The new Z06 is going to be a badass car I just wish it had some softer lines and didn't look like a cheap hot wheel model of an expensive car.

t-von

iTrader: (8)

^ I have never been a fan of Toyota's bland styling however, that thing almost has me ready to jump ship. Mazda needs to get their act altogether as we are falling way behind. Toyota doesn't like to do boosted engines anymore so why do I get the sick feeling that this thing will have a smaller version of the LF-A's V10 and somewhere around 400hp. This easily looks like a 50k plus sports car.

ptrhahn

iTrader: (9)

The new Z06 is a little garish, agreed, but it's going to kick ***. Lot's of carbon, 3" wider, aero, performance meters, Pilot Sport Cups, etc.

No word on whether or not it comes with a Nardi Steering wheel though.

2015 Chevrolet Corvette Z06 - First Looks - Road & Track

I'll probably never own another Mazda.

ghost1000

iTrader: (1)

The rx8 6port doesn't seem to last as long as the old FC 6port
And the old FC6port N/A doesn't seem to last as long as the older 12A N/A
These are all non turbo rotary cars.

Why has Mazda been on this downward trend?
I do t think the rotary is to blame.
The problem is you have to rebuild a brand new car to get what you want out of it.

andernamen

iTrader: (2)

I've only owned an FB and still nothing else compares for me - I love the look. Nothing against later version of the RX-7, but I think the reason so many of the FB's sold was because of the simplicity, drivability and most of all price. It was a decent sporty car, not meant to go up against Porches and Corvettes. I would love to see Mazda produce something similar now - affordable and sporty with a simple rotor engine with an emphasis on fuel economy. If you want a supercar, no doubt you will have to pay a high price for it. The FD is a great car, but the price tag put the RX-7 out of reach for most folks. IF Mazda does actually produce a new RX-7 it will be interesting to see which way they go with it. I'm hoping for the former.

Fritz Flynn

iTrader: (263)

Enters supercar territory with race-proven design, advanced technologies and world-class performance
With the track-focused Z07 performance package, the 2015 Corvette Z06 delivers faster lap times than the 2014 Corvette ZR1
The first Corvette Z06 to offer a supercharged engine, a removable roof panel, and an available paddle-shift automatic transmission
DETROIT – Chevrolet today introduced the most track-capable Corvette in the brand's history – the 2015 Corvette Z06. It elevates the performance envelope for Corvette with unprecedented levels of aerodynamic downforce, at least 625 horsepower from an all-new supercharged engine, and an all-new, high-performance eight-speed automatic transmission – all building on the advanced driver technologies introduced on the Corvette Stingray.

"The new Z06 delivers levels of performance, technology and design that rival the most exotic supercars in the world," said Mark Reuss, president, General Motors North America. "And the Z06 leverages the engineering expertise of GM, offering the choice of two world-class transmissions, supercar performance without supercar fuel consumption, and technologies that make it easier to fully enjoy the incredible experience of driving it."

The 2015 model is the first Corvette Z06 to offer a supercharged engine, an automatic transmission and, thanks to a stronger aluminum frame, a removable roof panel. The new, supercharged 6.2L engine is expected to deliver at least 625 horsepower (466 kW), and can be matched with either a seven-speed manual or an all-new, high-performance eight-speed automatic transmission with paddle shifters for manual control. The aluminum frame carries over from the Corvette Stingray and will also be used essentially unchanged for the Corvette Racing C7.R.

A track-focused Z07 Performance Package adds unique components for true aerodynamic downforce, Michelin Pilot Super Sport Cup tires for enhanced grip, and Brembo carbon ceramic-matrix brake rotors that improve braking performance and contribute to greater handling through reduced unsprung weight. Although development testing is ongoing, the Z07 package has already recorded some of the fastest lap times ever for a Corvette, surpassing even the ZR1.

"The Corvette Z06 is a great example of the technology transfer between racing and production Corvettes," said Tadge Juechter, Corvette chief engineer. "First, we took what we learned on the Corvette Racing C6.R and applied that to the all-new Corvette Stingray. Then, using the Stingray as a foundation, the Z06 and C7.R were developed to push the envelope of performance on the street and the track."

Supercharged, efficient performance
The heart of the 2015 Corvette Z06 is the all-new LT4 6.2L supercharged V-8 engine, expected to deliver an estimated 625 horsepower (466 kW) and 635 lb.-ft. of torque (861 Nm). To balance performance and efficiency, the LT4 leverages the same trio of advanced technologies introduced on the Corvette Stingray: Direct injection, Active Fuel Management (cylinder deactivation) and continuously variable valve timing.

These technologies – combined with the fuel-efficient multi-speed transmissions, aerodynamic design and lightweight construction – help make the new Z06 surprisingly fuel-efficient.

"The supercharged LT4 engine delivers the greatest balance of performance and efficiency ever in the Corvette," said John Rydzewski, assistant chief engineer for Small-Block engines. "It is one of the world's only supercharged engines to incorporate cylinder deactivation technology, enabling it to cruise efficiently on the highway with reduced fuel consumption, but offer more than 600 horsepower whenever the driver calls up its tremendous power reserve."

To maintain the Z06's mass and performance targets, the LT4 engine was designed with a more-efficient, more-compact next-generation supercharger. Even with its integrated supercharger/intercooler assembly mounted in the valley between the cylinder heads, the engine is only about 1 inch (25 mm) taller than the Corvette Stingray's LT1 engine – while delivering nearly 37 percent more horsepower and 40 percent more torque.

The new 1.7L Eaton R1740 TVS supercharger spins at up to 20,000 rpm – 5,000 rpm more than the supercharger on the Corvette ZR1's LS9. The rotors are shorter in length, too, which contributes to their higher-rpm capability – and enables them to get up to speed quicker, producing power-enhancing boost earlier in the rpm band. That boost is achieved more efficiently, thanks to a new, more direct discharge port that creates less turbulence, reducing heat and speeding airflow into the engine.

The LT4 engine also has several unique features designed to support its higher output and the greater cylinder pressures created by forced induction, including:
Rotocast A356T6 aluminum cylinder heads that are stronger and handle heat better than conventional heads
Lightweight titanium intake valves and machined connecting rods for reduced reciprocating mass
High 10.0:1 compression ratio – for a forced-induction engine – enhances performance and efficiency; enabled by direct injection
Forged aluminum pistons with unique, stronger structure to ensure strength under high cylinder pressures
Stainless steel exhaust headers and aluminum balancer that are lighter than their LT1 counterparts
Standard dry-sump oiling system with larger cooler capacity than Z51; used with dual-pressure-control oil pump.
The LT4 will be built in Tonawanda, N.Y., and Bowling Green, Ky., at the new Performance Build Center.

Eight speeds, no waiting
The supercharged LT4 is offered with a standard seven-speed manual transmission with Active Rev Match, or an all-new 8L90 eight-speed paddle-shift automatic transmission designed to enhance both performance and efficiency.

"Unlike most ultra-performance cars, the Corvette Z06 offers customers the choice between two transmissions to suit their driving styles," said Juechter. "The seven-speed gives the driver the control of a true three-pedal manual transmission with perfect shifts enabled by Active Rev Matching. The new eight-speed automatic offers drivers the comfort and drivability of a true automatic transmission, as well as lightning-fast shifts and manual control for track driving."

The seven-speed manual incorporates rev-matching technology for upshifts and downshifts. This driver-selectable feature can be easily engaged or disengaged via paddles on the steering wheel. The seven-speed is used with a new dual-mass flywheel and dual-disc clutch, which deliver greater shift quality and feel through lower inertia.

The eight-speed automatic is tuned for world-class shift-response times, and smaller steps between gears keep the LT4 within the sweet spot of the rpm band, optimizing the output of the supercharged engine for exhilarating performance and greater efficiency.

For performance driving, the transmission offers full manual control via steering wheel paddles, and unique algorithms to deliver shift performance that rivals the dual-clutch/semi-automatic transmissions found in many supercars – but with the smoothness and refinement that comes with a conventional automatic fitted with a torque converter.

In fact, the 8L90's controller analyzes and executes commands 160 times per second, and wide-open-throttle upshifts are executed up to eight-hundredths of a second quicker than those of the dual-clutch transmission offered in the Porsche 911.

"There's no trade-off in drivability with the new 8L90 eight-speed automatic transmission – it was designed to deliver performance on par with dual-clutch designs, but without sacrificing refinement," said Bill Goodrich, assistant chief engineer for eight-speed automatic transmissions. "It is also the highest-capacity automatic transmission ever offered in a Chevrolet car."

Featuring four gearsets and five clutches, creative packaging enables the GM-developed eight speed automatic to fit the same space as the six-speed automatic used in the Corvette Stingray. Extensive use of aluminum and even magnesium make it more than eight pounds (4 kg) lighter than the six-speed, as well. Along with design features that reduce friction, the 8L90 is expected to contribute up to five-percent greater efficiency, when compared with a six-speed automatic.

The eight-speed automatic will be built at GM's Toledo, Ohio, transmission facility.

Designed for downforce
The performance targets of the Z06 also posed a challenge for the design team, who had to create a striking design that also contributed to increased capabilities.

"Virtually every exterior change served a functional purpose, as this beast needed more of everything," said Tom Peters, Corvette design director, "The flared fenders accommodate larger, wider wheels and tires for more grip. The larger vents provide more cooling air to the engine, brakes, transmission and differential for increased track capability. The more aggressive aerodynamic package generates true downforce for more cornering grip and high-speed stability."

Indeed, the design changes began not with the exterior panels, but the tires.

To deliver the levels of grip needed for the Z06's performance targets, the Z06 was fitted with larger Michelin tires (Pilot Sport tires for the Z06; Sport Cup tires with the Z07 package). The P285/30ZR19 front tires are 1.5 inches wider than the tires on the Stingray, while the 335/25ZR20 rear tires are two inches wider.

To cover the wider tire tread, the fenders of the Z06 were extended by 2.2 inches (56 mm) at the front, and 3.15 inches (80 mm) at the rear. These extensions give the Corvette Z06 a wider, lower appearance that is further emphasized by a unique rear fascia. It incorporates the same taillamp assemblies as the Stingray, but on the Z06 the taillamps are pushed approximately three inches farther apart, toward to edges of the body.

The tires are mounted on lightweight, spin-cast aluminum wheels that are also wider than the Stingray (19 x 10 inches in front and 20 x 12 inches in the rear). Their open, ultralight design showcases the massive Brembo brakes, which are part of the design aesthetic:
The Z06 features two-piece steel rotors, measuring 14.6 x 1.3-inch (371 x 33 mm) front and 14.4 x 1-inch (365 x 25 mm) rear, with aluminum six-piston and four-piston fixed calipers, respectively
The Z07 package adds larger, 15.5 x 1.4-inch (394 x 36 mm) front and 15.3 x 1.3-inch (388 x 33 mm) carbon ceramic-matrix brake rotors for consistent performance lap after lap, and collectively save 23 pounds over the standard Z06 rotors.
To harness the cornering and braking grip afforded by the larger tires and brakes, the exterior of the Corvette Z06 has also been tailored to produce aerodynamic downforce that presses the tires to the ground at high speeds.

The Z06 will offer three, increasing levels of aerodynamic downforce:
The standard Z06 features a front splitter, spats around the front wheel openings, a unique carbon-fiber hood with a larger vent, and the rear spoiler from the Corvette Stingray's Z51 Performance Package
An available carbon-fiber aero package (in either black or a visible carbon-fiber finish) adds a carbon fiber front splitter with aviation-style winglets, carbon fiber rocker panels, and a larger rear spoiler with a fixed wickerbill – a small, vertical tab at the edge of the spoiler that significantly increases downforce
The available Z07 package adds a larger winglets to the front splitter, along with an adjustable, see-through center section on the rear spoiler for track use; with this package, the Corvette Z06 delivers the most amount of aerodynamic downforce of any production car that GM has tested.
The exterior design also reflects the increased cooling required for the new Corvette Z06. For example, the mesh pattern on the front fascia was painstakingly designed to deliver the most possible airflow to the supercharger's intercooler heat exchanger. In fact, the mesh grill directs more air into the engine bay than with the grille completely removed.

The unique grille also features dedicated brake-cooling intakes and wider grille outlets on the bottom serve as air diffusers. The grille is complemented with a larger hood vent, which not only vents hot air from the engine compartment, but contributes to downforce by allowing air driven through the grille to exit through the hood rather than being forced under the car, which could create lift.

Additional cooling elements include larger front fender vents and unique air blades over the inlets on the rear fenders, which force about 50 percent more air into the cooling ducts for the transmission and differential coolers than those on the Stingray. To cope with the additional airflow, the Z06 has also has larger rear-fascia openings than the Stingray.

Standard front and rear brake-cooling ducts, including Z06-signature rear ducts integrated in front of the rear fender openings, are also part of the functional design changes.

Inside, the Corvette Z06 is distinguished from the Corvette Stingray by unique color schemes that emphasize the driver-focused cockpit, and a unique, flat-bottomed steering wheel.

Like the Stingray, the Z06 will be offered with two seating choices: a GT seat, for all-around comfort, and a Competition Sport seat with more aggressive side bolstering, which provides greater support on the track. The frame structure for both seats is made of magnesium, for greater strength and less weight than comparable steel frames. They're also more rigid, contributing to the enhanced feeling of support during performance driving.

The Z06 also benefits from interior details designed for high-performance driving, first introduced on the Stingray, including a steel-reinforced grab bar on the center console for the passenger and soft-touch materials on the edge of the console, where the driver naturally braces during high-load cornering.

The performance-supporting elements inside the new Corvette Z06 are complemented by unprecedented attention to detail and build quality. All models feature a fully-wrapped interior, where every surface is covered with premium, soft-touch materials. Available materials, depending on the trim level, include Napa leather, aluminum, carbon fiber and micro-suede.

Track-proven technologies
The 2015 Corvette Z06 leverages the technologies introduced on the Corvette Stingray, including the strategic use of lightweight materials and advanced driver technologies, with unique features and calibrations tailored for its capabilities.

"Our mission with the seventh-generation Corvette was to make the performance levels more accessible, enabling drivers exploit every pound-foot of torque, every "g" of grip and every pound of downforce," said Juechter. "It's a philosophy we introduced with the 460-horsepower Corvette Stingray – and one that's even more relevant with an estimated 625 horsepower at your beck and call."

For the first time ever, the Corvette Z06's aluminum frame will be produced in-house at the Bowling Green, Ky., assembly plant. It's the same robust, lightweight frame used on the Corvette Stingray and it will also be used essentially unchanged for the C7.R racecars.

The stiffer design of the aluminum frame allows the Corvette Z06 to be offered with a removable roof panel for the first time. In fact, with the lightweight, carbon fiber roof panel removed, the new Corvette Z06 offers 20 percent more structural rigidity than the previous model's fixed-roof design – and a 60-percent increase in stiffness with the roof panel installed.

The new Z06 retains the SLA-type front and rear suspension design of the Corvette Stingray, including, but uniquely calibrated for the higher performance threshold. The third-generation Magnetic Selective Ride Control dampers are standard on Z06, and can be adjusted for touring comfort or maximum track performance via the standard Driver Mode Selector.

Like on the Stingray, the Driver Mode Selector tailors up to a dozen features of the Z06 to suit the driver's environment, including:
Launch control: Available in Track mode for manual and automatic transmissions, providing maximum off-the-line acceleration
Active handling (StabiliTrak stability control): A "competitive" setting is available in Track mode and is more suited for on-track conditions. It can also be disabled, giving the driver complete control
Traction control: Weather mode tailors traction control and engine torque for driving in inclement conditions
Performance Traction Management: Available in Track mode and offers five settings of torque reduction and brake intervention for track driving
Electronic Limited Slip Differential: Adjusts the rate at which the limited slip engages, to balance between steering response and stability in different driving conditions; more aggressive performance in Sport and Track modes.
The smart electronic limited-slip differential (eLSD) is standard on the Z06, to make the most of the torque split between the rear wheels. The system features a hydraulically actuated clutch that can infinitely vary clutch engagement and can respond from open to full engagement in tenths of a second. It shifts torque-based on a unique algorithm that factors in vehicle speed, steering input and throttle position to improve steering feel, handling balance and traction.

The eLSD is fully integrated with Electronic Stability Control and Performance Traction Management systems. Its calibrations vary among three modes, based on the Drive Mode Selector setting:
Mode 1 is the default setting for normal driving and emphasizes vehicle stability
Mode 2 is engaged when electronic stability control is turned off in the Sport or Track modes. This calibration enables more nimble turn-in and traction while accelerating out of a corner
Mode 3 is automatically selected when Performance Traction Management is engaged. This calibration has the same function as Mode 2, but is fine-tuned to work with Performance Traction Management.
The new Corvette Z06 will be available in early 2015. Performance data and pricing will be announced closer to the start of production.

ptrhahn

iTrader: (9)

Well, I hope this at least quells the whole popular wisdom that you can't sell a super high performance car under an economy brand nonsense.

Nissan, Chevy, and I bet Toyota soon, are disproving that—with very different formulas. Build something great, and people will buy it. It takes vision and commitment.

But, ball-less Mazda would rather mothball their most iconic nameplate, and squander their incredible racing heritage.

As soon as I see these cars, my brain immediately goes to how I could modify or update my 20 year old RX7 to be able to run with these cars, just like I've been doing for the last 15 years. Too bad Mazda's brain doesn't work the same way.,

j9fd3s

iTrader: (3)

pic is my friends GSL-SE, this is about 1994, car turned 200k on a road trip in idaho, currently it has 258k, original engine.

he used to do 10k oil changes, its probably still got the same coolant in it from 1994, car runs great, its never missed a beat

ptrhahn

iTrader: (9)

That's what the Miata is for.

RotaryEvolution

iTrader: (30)

most of the highest mileage cars are those that never see near redline. being a sports car doesn't mean it is or has to be driven like one.

this applies to the highest mileage rotaries as well. i rarely drive our 8 hard, the carbon buildup is supplemented with decarb treatments once a year (roughly every 10k miles). the main benefit piston engines have is that the majority have no staged injectors or sleeved port actuation systems which can stick if unused, this requires intake cleaning periodically as well with carb cleaner and manually working the sleeves.

t-von

iTrader: (8)

You know I was gonna mention something to that nature. Rpm will wear out any engine sooner than later. Your average rotary driver is gonna use the entire rev range more often than not because they are so smooth while doing it. My v8 M5 however, I don't have the confidence to rev that nearly that much because the vibrations and noises at the upper rpms make me feel the engine is gonna fly apart. The diesel Mack trucks I work on at my job all have a 2,000 rpm starting red line and all of them have over 600k on the odometer. Plus there all highway miles. Most automotive diesels red line at 4k to 5k. You could probably putter around in a rotary sub 3k all the time and maybe reach 300k (provided you do twice a year carbon cleanings) but that's such a waist for sports car.

ZDan

I agree. I'd much rather see a smaller/simpler/cheaper/lighter new RX-7 than some overwrought/overpriced megacar designed to compete with Z06s and GTRs.

Something like Kia's new 315hp rwd concept, only a dedicated 2-seater for better (more rearward) weight distribution.

ptrhahn

iTrader: (9)

^^^^

I just don't know why you bother to put a rotary in that type of car, or develop a car like that to solely showcase a rotary engine. The buyer of a cheap simple sporty car isn't the sort of person who is going to appreciate and care for a rotary engine.

You've got to build something that's compelling for reasons other than the rotary, and maybe takes advantage of it's strengths, instead of selling a car to people who by their very nature are going to take issue with the rotary's weaknesses.

t-von

iTrader: (8)

Why stop there when you can have a Mazdaspeed high performance option to compete with that Z06? That new Z06 may weigh around 3,200 lbs that's 5.12 lbs per hp. An all aluminum block Mazdaspeed 24x 3 rotor Rx7 weighing 2,750 would only need 530 hp to match that power to weight ratio. That hp would be nothing for that big block 3 rotor to handle.

RotaryEvolution

iTrader: (30)

i agree, it just sort of bothered me that Dan mentioned that the P1800 referenced was a sports car. i would bet that he drives that car like a geo metro all the time and it never sees higher than 2500RPMs. the more conservatively you drive the more longevity an engine will give, this is the same principle that applies to virtually everything. there are very few occasions where wear is increased at lower loads/speeds than at higher loads/speeds, where most engines are designed for the first practicality. most engines could probably mark 500k miles if driven conservatively, but you would also be that ******** who is accelerating at 1 mph per mile and doing 45 in the slow lane.

my GF had an '83 mercedes turbodiesel, it had half a million miles. it ran flawlessly but after having to push it a few times the turbo started shitting itself and the engine began to idle rougher and rougher. had i not ever pushed it it probably would have continued on its path onto oblivion miles. we sold it so i really have no idea how many miles are on it now.

even without pushing the RX8 it still performs quite well for a rotary even in the sub 6k RPM ranges. it really doesn't need to be pushed to actually enjoy it, where most rotary owner mentalities sit. if you want to squeeze it for all it's worth, then yes it needs to see redline. mainly i drive the 8 for comfort and a little fun, if i feel like going fast i have the TII to hop into or the ducati.

use torque for longevity, use power to shave seconds off of laps.

fmzambon

Personally, I'm eagerly waiting for the new 7 because of the rotary engine, not despite it.
But that may just be me

While I totally agree that a 2 and 3 rotor lineup would make sense and would likely be economically doable, I think that a 2.4 liter rotary would simply be too large. Using a smaller engine would allow Mazda to have, say, a 250hp 2 rotor and a 375hp 3 rotor. That would put the 3 rotor at a higher power level than its closest competitors (Nissan z35, next Toyota Supra, Kia, Genesis, Subaru WRX, Mitsubishi Evo, etc), but still much cheaper than the upper tier cars (GTR, NSX), while also offering an affordable entry level model that slots in slightly above the Toyobaru and Mx-5.
The 3 rotor would get all of the reviews and the drooling, and then people would buy the 2 rotor.

Besides, such a 2 rotor could also be used in the Miata without a disproportionate amount of detuning needed, should they decide to do so.

Andrea.