Auxiliary Injection.

It really is all about heat with the rotary.

A piston engine performs best at approx 1320 F pre-turbo EGT while the rotary is happiest at 1600. When you combine the latent rotary heat with a poorly designed (OEM) manifold you get eventual Armageddon.

Additionally, when you combine a rich AFR in a losing effort to cool the beast with the factory external oil pump that sprays crankcase oil on the apex seals you are generating carbon deposits that eventually fill the gaps that allow apex and side seal movement, (half of the motors I disassemble failed due to the effects of over carbonization.)

Auxiliary Injection (AI) can deliver solutions to 3 FD rotary problems two of which are fatal:

Failure due to heat/knock.
Failure due to over carbonization
Top tick dyno HP on PumpGas 24-7

Here’s what’s going on within your turbo’d rotary…

A turbo vastly increases the motor’s ability to make power by doubling, or more, the amount of airflow. When combined with a commensurate amount of fuel up goes the torque and hp, and (CCP) Combustion Chamber Pressure. It isn’t far off the mark to equate CCP with the mechanical compression ratio. So as you up airflow/boost you are upping the compression ratio. Alot.

More air, more HP, more CCP, more heat. Even if your AFR is perfect, your timing is perfect as torque increases so does CCP.

More CCP equals more heat.

Gasoline auto-ignites at 495 degrees F, all gasoline, that includes race gas. Auto-ignites means ignites by itself, without the aid of a spark. If the fuel in the motor ignites at the wrong time bad things happen. Generally it is the the apex seals as they are more fragile than anything in a piston engine.

If you combine the higher rotary heat with the more fragile character the of the apex seals you have a bad situation… all because we are creating more CCP/heat with the turbo.

Fix the heat, you fix the problem.