Well Killer bee #2 short block is now together. This may be a bit confusing as to why I randomly decided to build this motor instead of the one this thread is about, but here are the details of it and why it now exist. Just like the original killer bee it still has the same intake port shape, but the exhaust ports are much larger (they are the extra RX-5 housings I acquired a while back and was going to use them with the renesis rotors, but changed my mine and bought the original housings back). The rotating assembly consists of Series 5 NA rotors (9.7:1) with standard factory balancing as well as S5 NA front counterweight and S5/S6 auto rear counterweight and S5 NA eshaft. All oil pressure modifications that were being done for the renesis rotor engine are being done for this motor as well with a target pressure of 95-100 psi and will be used as somewhat of a test bed for the renesis rotor engine. I've also installed the Elite rotary solid dowel pins in this engine, but used standard tension bolts instead as those are for the renesis rotor engine (and a bit too pricey for this application).

I often refer to this as the 1/2 *** killer be because it's really just a throw together budget engine reusing as many parts as I could get away with. I don't plan for this engine to see beyond 20,000-30,000 miles max before it's torn back down and rebuilt properly with all new parts and lightened and balanced as well. The apex, side and corner seals are all used. Side seals don't really wear down almost at all, so there's no concern there, but have all been measured and/or clearance to .002 (one slot was extremely long and I did have to order 1 new side seal for it, but ended up getting 4 for the price of 1, so I'll keep those as spares lol). the corner seals are used Atkins solid corner seals with outer recess (I would've loved to use the flat solids, but these were $40, so who gives a ****? lol). The apex seals are used 2 piece OEM and each measured at heights of 7.4, 7.5, 7.5, 7.6, 7.7 and 7.7 (mm) which are all within spec (minimum height is 7.0mm - new is 8.4mm) and each rotor has 3 seals that are closet in height to each other. Side seal springs are used, but apex & corner seal springs and control ring springs are new and of course the orings are all new. Keep in mind this is meant to be a 1/2 *** throw together engine that will only see 20k-30k miles, so this is "fine".

As for power and torque I'm not sure what to expect. According to Atkins rotary the compression numbers should fall somewhere in the high 7s to low to mid 8s. The extra overlap from the exhaust ports should increase torque, but may raise peak torque and HP high up in the rev range (HP never peaked when I dyno'd the original killer bee due to the fuel pump breaking up at 7,000rpm - peak torque was at 4,500 rpm). The S5 rotors may not have 10.0:1 compression or weight 9.2 lbs each, but 9.7:1 and 9.54 lbs each for 9.2:1 and 11.58 lbs each is still a pretty decent jump plus the aluminum flywheel and counterweight weighing 13 lbs going from the stock 29 lbs flywheel is a pretty massive reduction in weight, so it will still be rev happy as hell, just not perfect. I'm going to estimate up to 180 whp and maybe 140+ WTQ, but I'll still be surprised if it even breaks 165-170 whp

 

 

 

Very excited to see this coming together Nate!!

 

 

 

Sounds awesome!! Insaw you one startup video on Facebook and was more than impressed! That car is awesome through and through!

 

 

Ran into some ignition and carb issues and had to rebuild it as fuel was leaking all over the manifold. The gaskets all looked very swollen, so it was past due. As for ignition it looks like the rotor was making contact with the cap and both looked pretty damaged which would explain why it only seemed to run on 1 rotor for 10-20 seconds after startup so ordered a new cap and rotor and that should be resolved. The major issue I was having with ignition was during the last start up where it seemed to hit a wall at 2,000 rpm and felt like the engine was being choked getting up to 2,000. Anything over would result in a hard backfire, so I ordered 2 new MSD blaster 2 coils which I’ll use in the stock setup (vertically of course) to verify the original issue was fixed with the new cap and rotor and then switch over to direct fire with the MSD 6A box I ordered and will also be using an MSD high vibration coil for trailing along with the newer electronic dizzy with integrated igniters

*Also for anyone wondering about my jet sizes, it looks like my secondary plate is actually a #8 rather than a size 59 like I was told it was (unless that’s somehow the same thing). As for primary they’re size 52

 

Last October I deployed to Germany and everything back home was put on hold. I did, however, manage to get the SA on the dyno with it’s 1/2 *** killer bee motor which put down 172whp and 138wtq which felt almost exactly into the range I had guessed it would a long time ago based on the compression difference between 9.2:1 and 9.7:1 rotors. With that said I will be returning home soon and will be hitting the ground running with my original plans for this engine build with some slight changes. I will be porting a second set of plates with the same porting, but much more revised/refined than the 1/2 *** plates received. I will no longer be using aftermarket solid corner seals, but instead oem RX-8 corner seals with notched steel plugs for use with 8.5mm apex seals. I have also purchased a pair of brand new GSLSE housings and have acquired a pair of FD stationary gears to use instead of the RX-8 gears which will go into another engine build I have planned for the SA. The GSLSE housings and another 12A front cover I have will be powdercoated pink instead of yellow as this motor will ultimately end up in my daughter’s Miata that I bought her a while ago, but will first be used in the SA both for break in purposes and dynoing with my RB Holley setup just so I can achieve my original goal I had planned from the beginning.

* The dyno used was a mustang dyno. During the dyno runs it would read power and torque correctly, but final results for torque were scewed due to a calibration issue with the ignition pick up. There also seemed to be an ignition issue at any rpm above 7,000, so I will be getting the car back on another dyno when I get home.