Non-turbo 428rwhp FD build up and history
#402
Old [Sch|F]ool
We havent had time to re-visit the high hp n/a 2 rotor stuff, and dont really need to. Some quick division of our 3 rotor horsepower would make a 318 rwhp 2-rotor with semi p-port (identical setup) If we reach 500rwhp with the 20b that is a 334 rwhp 13b. Until the 4 rotor makes more power "per rotor" than the 3-rotor, semi p-port is still king for highest horsepower recorded.
How much power does the oil pump and the water pump take to turn, and does it scale linerarly with the number of rotors? i have a feeling that it's closer to a set per-engine loss and not a per-rotor loss, so for everything else being equal, the more rotors you have, the more power "per rotor" you are going to make.
Food for thought.
#403
Well the fuel map from the previous setup was only tuned for power runs since the prototype slide throttle could not be driven on the street. So no data on AFR difference. EGT's I'm not sure about either as I install them while doing dyno runs. I will get all this info soon though I hope!
You are totally correct Peejay. Its something worth noting, but wont change the math a whole lot. Example- A rx7 waterpump takes around 4-5hp at 9000 rpm, and a drysump pump I'm guessing is around 15hp. Round it off to 20hp plus maybe 1 more for the alternator. So 21hp divided by 3 is 7hp on each rotor and a 4 rotor is 5.25hp, a mere 1.75hp per rotor advantage. Small enough to basically leave out for engine to engine comparisons.
In theory, maybe, but the problem is that when we measure power, we're measuring the per-rotor power minus the per-engine losses.
How much power does the oil pump and the water pump take to turn, and does it scale linerarly with the number of rotors? i have a feeling that it's closer to a set per-engine loss and not a per-rotor loss, so for everything else being equal, the more rotors you have, the more power "per rotor" you are going to make.
Food for thought.
How much power does the oil pump and the water pump take to turn, and does it scale linerarly with the number of rotors? i have a feeling that it's closer to a set per-engine loss and not a per-rotor loss, so for everything else being equal, the more rotors you have, the more power "per rotor" you are going to make.
Food for thought.
#405
Old [Sch|F]ool
Logan, thanks for the info! I knew the water pump couldn't take much power to turn (they get driven by the backside of a simple V-belt easily enough, after all) but the oil pump has got to be the engine's main power sink. 15-odd HP to drive the drysump, eh? I wonder what the OEM pump requires. I found a source of fairly inexpensive dry sump pumps and am weighing the balance between power and efficiency vs. not relying on a belt-driven accessory.
Or maybe I should save that line of thought for Audi engines. The biggest hurdle in making Audi power seems to be that you can't rev them over 8000 without the oil pump coming apart. If my RX-7 is good to 10k then I want my other car good to 10k too
#407
Old [Sch|F]ool
The highest I've reliably heard of was on the order of 13k in qualifying, on gasoline.
I don't know much about methanol, that's a drag racer thing.
I don't know much about methanol, that's a drag racer thing.
#411
RX 4BPT
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My engine builder is making 156 HP per rotor. 312FWHP here on uk dyno not sure on fuel type. He uses a full PP, butterfly TBs 62mm I think. I know they're bigger than 55mm. They made that power at 10,000rpm, tuned the inlet manifold to bring the peak power in at 8,000rpm to make the engine last a bit longer.
Not sure on the exhaust manifold but it passed the 96dB limit on uk tracks.
Not sure how it could get the HP up anymore but I would say that to get a noticeable difference in car it would have to be an increase of 10% minimum. That would be 343FWHP. Which is a lot.
Not sure on the exhaust manifold but it passed the 96dB limit on uk tracks.
Not sure how it could get the HP up anymore but I would say that to get a noticeable difference in car it would have to be an increase of 10% minimum. That would be 343FWHP. Which is a lot.
#413
Logan... If I remember correctly, 2 rotor NA motors had kind of run into a brick wall at 145-150 hp per rotor (using US dyno measurements, Grant), yet you are getting close to 160 hp per rotor on the 20b-based motor. I don't remember any 2 rotors making that much or are there guys pushing that in SCCA?
Gordon
Gordon
All the talk of hp per rotor .... is this all flywheel measurements? I would say 155 per rotor (flywheel) is definitely the upper edge in street form. Ours at the flywheel is around 190hp per rotor, so 200 isnt out of the question
#414
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Slide only 2-3% more I suppose at 10,000rpm 3% more adds up to a lot of air, I don't know the
Math to calculate the actual amount of air moving into the engine at that rpm but I'm sure you do.
With NA tuning 2% increases In HP are great, anyone can strap a turbo on and add 2more psi and make more power.
Do you know if you are making the highest HP per rotor now? Or are there Mazda backed teams still making more??
I was talking flywheel HP BTW
Math to calculate the actual amount of air moving into the engine at that rpm but I'm sure you do.
With NA tuning 2% increases In HP are great, anyone can strap a turbo on and add 2more psi and make more power.
Do you know if you are making the highest HP per rotor now? Or are there Mazda backed teams still making more??
I was talking flywheel HP BTW
#415
spoon!
Last Mazda backed teams doing rotary stuff that I've heard of were the Grand Am RX-8s, and those had rev limits to something like 8500rpm. So sorta by definition they're not going to be making more. The R26B is at something like 170hp per rotor though, and that was 21 years ago... and also it was designed to last for 24 hours at a time.
There just isn't much R&D being done on high power NA rotaries, or at the very least not by the sort of people one would think. Certainly not in SCCA.
There just isn't much R&D being done on high power NA rotaries, or at the very least not by the sort of people one would think. Certainly not in SCCA.
#416
Slide only 2-3% more I suppose at 10,000rpm 3% more adds up to a lot of air, I don't know the
Math to calculate the actual amount of air moving into the engine at that rpm but I'm sure you do.
With NA tuning 2% increases In HP are great, anyone can strap a turbo on and add 2more psi and make more power.
Do you know if you are making the highest HP per rotor now? Or are there Mazda backed teams still making more??
I was talking flywheel HP BTW
Math to calculate the actual amount of air moving into the engine at that rpm but I'm sure you do.
With NA tuning 2% increases In HP are great, anyone can strap a turbo on and add 2more psi and make more power.
Do you know if you are making the highest HP per rotor now? Or are there Mazda backed teams still making more??
I was talking flywheel HP BTW
A
#422
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CLR 4 rotor, what power are they at? Xtreme rotaries are also developing their own 4 rotor, aluminium plates, making 650HP so far. It's on their website.
What's the good news Gto?
What's the good news Gto?
#423
I have to wait on the good news, its the small amount of supersition in me that prevents saying it too early
#424
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Yeh xtreme keep things very close and behind closed doors, althiught they do have a dyno video of a bridge port motor with quad throttle bodies making 350FWHP which seems prety good.
I'm guessing you have got titanium rotors on the way??
I'm guessing you have got titanium rotors on the way??
#425
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Have loved watching this monster develop. Been a source of much inspiration and certainly made me re-think a few things on my builds as I've gone along.
With such promising results from the semi PP triple I can't wait to see how you develop the Quad.
Keep it up dude.
With such promising results from the semi PP triple I can't wait to see how you develop the Quad.
Keep it up dude.