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No wonder you commented on my wheels haha. Nice.
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Originally Posted by rexy91
(Post 11506388)
If u do that wouldn't u need the counter weights and eccentric shaft
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curious why you are going with some of the highest compression rotors next to the Rx-8? But then rather ineffective tuning methods.
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Originally Posted by Gravity Fed
(Post 11506931)
curious why you are going with some of the highest compression rotors next to the Rx-8? But then rather ineffective tuning methods.
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Originally Posted by Agrovain
(Post 11507254)
Care to elaborate? I'm new to rotaries any advice you can give me would be appreciated!
NA rotors in a TII engine is equivalent to high compression ppp...pistons (:facepalm4:) installed in a factor turbo charged banger motor instead of the factory low compression "P" words ;). With high compression rotors, you will have to detune your engine I order to avoid detonation and run a low boost setting. Some high compression boosted engines require a lower octane (hotter burn) gas to be used as well. Nice rims. What are the specs? |
Originally Posted by S4 Vert
(Post 11507356)
Non turbo rotors (high compression) for a turbo build (low compression). Mazda engineered low compression TII rotors specifically for the 4 port TII engine.
NA rotors in a TII engine is equivalent to high compression ppp...pistons (:facepalm4:) installed in a factor turbo charged banger motor instead of the factory low compression "P" words ;). With high compression rotors, you will have to detune your engine I order to avoid detonation and run a low boost setting. Some high compression boosted engines require a lower octane (hotter burn) gas to be used as well. Nice rims. What are the specs? |
With proper and a lot of tuning. I've heard of privateer RE builders using REW rotors instead of TII rotors.
It would be better to stick with a set of TII rotors to keep your build simple and cost effective. I have seen 6port turbo engine builds on other forums though, so I advise researching threads and forums specifically related to your build preferences. Anything is possible with proper building and tuning. I am not a professional engine builder, so do not take my advise as an only source. Call Mazdatrix and Racing Beat, they have been in the RX7 business since the late 1970's. |
Did you decide to get your motor back and rebuild yourself? If so have you decided on what rebuild kit ro buy and from where? I was about to tear down my t2 and was wondering about rebuild kits myself.
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Originally Posted by S4 Vert
(Post 11507356)
Non turbo rotors (high compression) for a turbo build (low compression). Mazda engineered low compression TII rotors specifically for the 4 port TII engine.
NA rotors in a TII engine is equivalent to high compression ppp...pistons (:facepalm4:) installed in a factor turbo charged banger motor instead of the factory low compression "P" words ;). With high compression rotors, you will have to detune your engine I order to avoid detonation and run a low boost setting. Some high compression boosted engines require a lower octane (hotter burn) gas to be used as well. Nice rims. What are the specs? You appear to not understand the nature of an engine. The reason lower compression rotors are preferred in a turbo application is the result of adiabatic efficiency. Essentially, a turbo is a much more efficient compressor of air than the engine itself is. What do I mean by this? Well, let's take an example: Say you insert 20psi of air into an engine at a 1.0 compression ratio. This nets you 20psi of chamber pressure. Now, say you insert that same 20psi into a 2.0 compression ratio. 40psi of chamber pressure. So, if all things were created equal, a high compression setup would be no different than a low compression setup assuming the chamber pressures were the same. The problem is, compression generates heat. With the turbo, you have plenty of opportunity to cool this heat through the intake itself, intercoolers, etc. Once it hits the engine, you're stuck with what you get. This is why they run lower compression in the engine typically, because you have more ability to improve your overall chamber temperatures. However, there are certainly benefits of high compression. High power on lower overall boost, faster spool, etc. It's of course a trade-off. You do not have to "detune" anything. You simply tune for what you have like any other car. Sure, you won't run the same PSI vs PSI of a low compression engine, but why would you? You will make more power on less PSI, so the comparison breaks down. In any event, a high compression motor requires HIGHER octane ratings to RESIST premature detonation as a result of its higher chamber pressures which create higher chamber temperatures. With the targets in mind, high compression rotors shouldn't be any need for concern at all -- especially if you incorporate the HIGHLY suggested auxiliary injection system as a FAIL SAFE (what i mean is, tune the car safely WITHOUT it, and then turn the system on as an extra safety buffer). Every RX7 should have auxiliary injection of some kind... there's just no good reason not to! |
I can substitute auxiliary injection with the use of E85 fuel, correct? Since E85 burns much cooler than traditional gasoline. Also I did some research about the higher compression in turbo applications here's what I've gathered from those who have ran with high compression rotors: The main reason people run lower comp rotors is because it yields a safety factor, all else remaining the same, when running heavy loads. But, the dirty little secret to this has to do with the volatility of the fuel that's being used. Use a fuel that's designed for heavier loads (slower burn rate, higher auto-ignition temperature, colder combustion temperature) then you can use a higher compression ratio.
There is a substantial enough difference with the 1/2pt increase in compression ratio. -From the wise BDC |
Yes, although E85 isn't as easily available and will require a fuel system overhaul (bigger pump/injectors than standard fuel counterparts), and of course lacks the benefits of a water mixture injection. Still good stuff, though!
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Subbing to this thread. Very curious to see what eventually happens. I just went from a Miata to an S4 TII as well. :P
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Originally Posted by SonicRaT
(Post 11508250)
:scratch:
You appear to not understand the nature of an engine. The reason lower compression rotors are preferred in a turbo application is the result of adiabatic efficiency. Essentially, a turbo is a much more efficient compressor of air than the engine itself is. What do I mean by this? Well, let's take an example: Say you insert 20psi of air into an engine at a 1.0 compression ratio. This nets you 20psi of chamber pressure. Now, say you insert that same 20psi into a 2.0 compression ratio. 40psi of chamber pressure. So, if all things were created equal, a high compression setup would be no different than a low compression setup assuming the chamber pressures were the same. The problem is, compression generates heat. With the turbo, you have plenty of opportunity to cool this heat through the intake itself, intercoolers, etc. Once it hits the engine, you're stuck with what you get. This is why they run lower compression in the engine typically, because you have more ability to improve your overall chamber temperatures. However, there are certainly benefits of high compression. High power on lower overall boost, faster spool, etc. It's of course a trade-off. You do not have to "detune" anything. You simply tune for what you have like any other car. Sure, you won't run the same PSI vs PSI of a low compression engine, but why would you? You will make more power on less PSI, so the comparison breaks down. In any event, a high compression motor requires HIGHER octane ratings to RESIST premature detonation as a result of its higher chamber pressures which create higher chamber temperatures. With the targets in mind, high compression rotors shouldn't be any need for concern at all -- especially if you incorporate the HIGHLY suggested auxiliary injection system as a FAIL SAFE (what i mean is, tune the car safely WITHOUT it, and then turn the system on as an extra safety buffer). Every RX7 should have auxiliary injection of some kind... there's just no good reason not to! Sorry for the misinformation Agrovain :blush:. |
Originally Posted by S4 Vert
(Post 11508848)
Thank you for the clarifications, I thought I knew a little something but apparently I don't :blush:. Back to the books to learn.
Sorry for the misinformation Agrovain :blush:. |
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Originally Posted by SonicRaT
(Post 11508849)
lol, don't worry, we all have learning to do about something.
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Is that a John Deere logo on the compressor housing?
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Originally Posted by SonicRaT
(Post 11511562)
Is that a John Deere logo on the compressor housing?
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Has anyone ran that turbo before on the 13b?
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Originally Posted by unamedhero1120
(Post 11512899)
Has anyone ran that turbo before on the 13b?
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Paid for my rebuild 5/22/2013 and got it back just now 7/10/2013. So if you want a rebuild and don't care how long it takes to get finished then I strongly recommend Evil Genius Racing lol....
Here's some pictures of the blown rotors and the old housing that was replaced plus some other pics: https://fbcdn-sphotos-h-a.akamaihd.n...86727495_n.jpg https://sphotos-b.xx.fbcdn.net/hphot...26352187_n.jpg https://fbcdn-sphotos-g-a.akamaihd.n...10315230_n.jpg https://fbcdn-sphotos-a-a.akamaihd.n...55196783_n.jpg https://fbcdn-sphotos-b-a.akamaihd.n...22898569_n.jpg https://sphotos-b.xx.fbcdn.net/hphot...45592708_n.jpg https://sphotos-a.xx.fbcdn.net/hphot...71269078_n.jpg |
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Wow! $1000 just for rebuild labor? What comes with that service?
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Well that's about right for a rebuild since kits alone are 1k or so and the 1k labor is usually for overhead for a warranty
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Originally Posted by RoToRhEaD722
(Post 11517027)
Wow! $1000 just for rebuild labor? What comes with that service?
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Yea I know when I got mine rebuilt by ben he gave me all 3 irons free and went through the harness also
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Coming together nicely! That 400hp target may be a tad bit low by the time you're done!
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Nice!
Good job so far :icon_tup:.
I like the way that JD turbo charger looks sitting in the engine bay :nod:. |
really nice. thinking about picking up an fc needing a rebuild. any idea why EGR takes awhile to rebuild the engine? I mean it took you almost 2 months to get yours back.
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Originally Posted by jlee916
(Post 11527941)
really nice. thinking about picking up an fc needing a rebuild. any idea why EGR takes awhile to rebuild the engine? I mean it took you almost 2 months to get yours back.
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Or send it out to vegas to have ben at rotary evolution do it
Sent from my intergalactic messaging device using RX7Club app |
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Must have been loud without any exhaust tubing coming off that turbo lol
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Got my Laptop and datalogit, ready for tuning. Special thanks to the young boy SonicRat for letting me purchase one of his home made datalogit's! Also thanks to Arghx for the basemap!
https://sphotos-b-pao.xx.fbcdn.net/h...05111689_n.jpg |
Thorough work! I think white is one of the top colors for the FC. The white engine bay looks so much more near in white. Awesome ride!
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Looking good bro, love the 350z wheels on your fc
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