rotary motor Q. (for school)
11-02-07, 08:14 AM
#1
Junior Member
Thread Starter
Join Date: Jun 2007
Location: delmar, NY
Posts: 16
Likes: 0
Received 0 Likes
on
0 Posts
rotary motor Q. (for school)
well I am looking around the internet for these answers but I was also wondering what you may have to say about these:
-when the engein was invented
-whats the adv. n dis adv. of the rotary motor
-how much power is it capable of producing
any help would be nice.
-Joe B
-when the engein was invented
-whats the adv. n dis adv. of the rotary motor
-how much power is it capable of producing
any help would be nice.
-Joe B
11-02-07, 11:17 AM
#2
http://en.wikipedia.org/wiki/Rotary_engine
How much power? Too broad of a question. It’s about what configuration one has. From 2 rotor N/A, to a 4 rotor turbocharged.
Disadvantages: lol… much easier to blow an apex seal. Turbocharging a rotary greatly decreases the life expectancy. If left in N/A form the engine is very durable. Expect a well maintained turbo charged rotary to last anywhere from 80k-110K miles (there are always exceptions). Since rotary engines (for cars) production numbers are not anywhere in the vicinity as piston engines, components are more expensive than they should be. Rotary engines do run hot but they do NOT over heat easily, but if they do over heat it almost always = an engine rebuild. Lack of torque is another disadvantage. You won’t see any work trucks ever with rotaries for that reason.
Advantages: Revs extremely high naturally, does not require V-tech, I- tech and all those fancy solutions for high RPM output. A turbo charged rotary responds very well to aftermarket modifications but also it makes more power per cubic inch compared to a piston counterpart. It also has less moving parts and has the POTENTIAL to be a very economical (as far as price to build) engine if it ever hits mains stream. Last but not least one can actually add additional rotors to the engine by simply (simply being is a LOADED word BTW lol) stacking additional housings together.
I’m sure there are a lot more pro’s and con’s but that all the time I got.
How much power? Too broad of a question. It’s about what configuration one has. From 2 rotor N/A, to a 4 rotor turbocharged.
Disadvantages: lol… much easier to blow an apex seal. Turbocharging a rotary greatly decreases the life expectancy. If left in N/A form the engine is very durable. Expect a well maintained turbo charged rotary to last anywhere from 80k-110K miles (there are always exceptions). Since rotary engines (for cars) production numbers are not anywhere in the vicinity as piston engines, components are more expensive than they should be. Rotary engines do run hot but they do NOT over heat easily, but if they do over heat it almost always = an engine rebuild. Lack of torque is another disadvantage. You won’t see any work trucks ever with rotaries for that reason.
Advantages: Revs extremely high naturally, does not require V-tech, I- tech and all those fancy solutions for high RPM output. A turbo charged rotary responds very well to aftermarket modifications but also it makes more power per cubic inch compared to a piston counterpart. It also has less moving parts and has the POTENTIAL to be a very economical (as far as price to build) engine if it ever hits mains stream. Last but not least one can actually add additional rotors to the engine by simply (simply being is a LOADED word BTW lol) stacking additional housings together.
I’m sure there are a lot more pro’s and con’s but that all the time I got.
Last edited by Montego; 11-02-07 at 11:38 AM.
11-02-07, 01:41 PM
#3
i heart drag radials
Join Date: Mar 2006
Location: ye olde hampshire
Posts: 272
Likes: 0
Received 0 Likes
on
0 Posts
since when does vtec or vvti or any variable valve timing increase revs? its about timing not really about revs...
seeing as we are valveless, our vtec is in the form of porting and increasing the timing on the intake cycle.
seeing as we are valveless, our vtec is in the form of porting and increasing the timing on the intake cycle.
11-02-07, 02:27 PM
#4
I need a new user title
Join Date: Oct 2005
Location: Yaizu, Japan
Posts: 2,646
Likes: 0
Received 0 Likes
on
0 Posts
We do have VTEC in a sense... look at the auxiliary ports on 6-port NA engines.
Other advantages besides those montego listed:
They are compact and lightweight for their displacement and power output. This is mainly because they have one power stroke per revolution per rotor, compared to one power stroke per two revolutions per cylinder in a piston engine. The combustion chambers are also more efficiently arranged.
They are very resistant to knocking because of the turbulence in the combustion chambers and because the compression stroke is in a different location from the power stroke (though if you do manage to knock hard, usually from poor tuning on a turbo engine, say goodbye to your apex seals). This also makes them uniquely well-suited to direct-injection.
No valvetrain to worry about. This also reduces drag on the engine from not having to spin cams. You can change your timing just by taking a Dremel to your ports.
Extended high-RPM operation isn't nearly as likely to cause catastrophic failure, just accelerated wear.
More disadvantages:
Poor fuel economy due to lower thermodynamic efficiency from the long, narrow combustion chamber.
They are extremely loud due to the high exhaust gas velocity (because there's no valve in the way). However, this is also why turbocharging is so effective.
(And turbo rotaries can last a fairly long time as long as the rest of the system is up to them and they are well-tuned. The 13B-REWs are so unreliable primarily because FDs have absurd underhood temps; many of the rest of the problems stem from that.)
Power? Isn't Abel Ibarra making like 1800 HP from a 20B? And there's the Queen Street Racing 1600 HP 4-rotor BMW. However, those are all-out racing motors, 700 HP seems to be the practical limit for a street-driven turbo 2-rotor.
Other advantages besides those montego listed:
They are compact and lightweight for their displacement and power output. This is mainly because they have one power stroke per revolution per rotor, compared to one power stroke per two revolutions per cylinder in a piston engine. The combustion chambers are also more efficiently arranged.
They are very resistant to knocking because of the turbulence in the combustion chambers and because the compression stroke is in a different location from the power stroke (though if you do manage to knock hard, usually from poor tuning on a turbo engine, say goodbye to your apex seals). This also makes them uniquely well-suited to direct-injection.
No valvetrain to worry about. This also reduces drag on the engine from not having to spin cams. You can change your timing just by taking a Dremel to your ports.
Extended high-RPM operation isn't nearly as likely to cause catastrophic failure, just accelerated wear.
More disadvantages:
Poor fuel economy due to lower thermodynamic efficiency from the long, narrow combustion chamber.
They are extremely loud due to the high exhaust gas velocity (because there's no valve in the way). However, this is also why turbocharging is so effective.
(And turbo rotaries can last a fairly long time as long as the rest of the system is up to them and they are well-tuned. The 13B-REWs are so unreliable primarily because FDs have absurd underhood temps; many of the rest of the problems stem from that.)
Power? Isn't Abel Ibarra making like 1800 HP from a 20B? And there's the Queen Street Racing 1600 HP 4-rotor BMW. However, those are all-out racing motors, 700 HP seems to be the practical limit for a street-driven turbo 2-rotor.
11-02-07, 04:01 PM
#6
i heart drag radials
Join Date: Mar 2006
Location: ye olde hampshire
Posts: 272
Likes: 0
Received 0 Likes
on
0 Posts
vtec does not allow any higher revs. redline was not increased from nonvtec to vtec models!
redlines are derived from stroke and bore more than intake volume.
edit, if you speaking about making power at a certain rev than that is different, but as far as redlines...
redlines are derived from stroke and bore more than intake volume.
edit, if you speaking about making power at a certain rev than that is different, but as far as redlines...
Last edited by sleepydave; 11-02-07 at 04:07 PM.
11-02-07, 04:08 PM
#7
Junior Member
Thread Starter
Join Date: Jun 2007
Location: delmar, NY
Posts: 16
Likes: 0
Received 0 Likes
on
0 Posts
thats guys that really helped out a bit, and I dont know where to find a sick nasty video of a 12a, 13b, 20b, and a 4 rotor car going at high speeds n such because I want to add that in my project. Ive been looking on streetfire.net but im sure theres some better videos on other sites then there
Trending Topics
11-02-07, 05:42 PM
#9
BTW say Hi to Paul for me.
Last edited by Montego; 11-02-07 at 05:49 PM.
11-02-07, 05:45 PM
#10
i heart drag radials
Join Date: Mar 2006
Location: ye olde hampshire
Posts: 272
Likes: 0
Received 0 Likes
on
0 Posts
that what happens when broad comments are made. make specific comments if you are giving specific information. i stand by every word.
high revving anything does not rely on variable intake timing of any sort to get to that number of revs.
high revving anything does not rely on variable intake timing of any sort to get to that number of revs.
11-02-07, 05:54 PM
#11
Senior Member
Join Date: Sep 2007
Location: Ontario, Canada
Posts: 342
Likes: 0
Received 0 Likes
on
0 Posts
Thread
Thread Starter
Forum
Replies
Last Post
Azevedo
Other Engine Conversions - non V-8
26
03-01-19 09:19 PM
