http://img151.echo.cx/img151/5171/p10100152wb.jpg

http://img151.echo.cx/img151/8968/p10100167ce.jpg

 

i think it's a sad sight I want rotary.

 

I know,Im all for rotary power but imagine the power that thing makes.I wouldn't have put it in an FD though.

 

i think it's a happy sight I want transcamaro with 6 speed.

 

Not my cup of tea, but I bet that thing hauls @$$

 

Yep, said roughly going to push 1200hp to the crank and one of the two imports invited to the Hot Rod shootout.

 

 

4 rotor BMW from Australia, isn't it?

 

yep!

 

 

I bet it gets shitty mileage, and you probably can't even hear the radio.

 

I bet it gets shitty mileage, and you probably can't even hear the radio.

 

^ who'd want to w/ that thing running?

 

Bah, I've seen motorcycles that will own on that BMW.

 

rotards take revenge! if you non-engineers don't like some of us making a decision for practicality and driveability, as well as economy and peace of mind, at least make a valid argument when proclaiming your love for the rotary to the world. Walk the rotary path to the dead end that it leads to......... we'll be fine, but thanks for sharing your feelings!

 

Good call 88IntegraLS. Ive come to the same conclusion.....LS1-FD is the way to go, the positives far outweight the negatives.

The "camaro" comment makes me think of my own opinions a short time ago. I used to say the same kinda stuff, until i realized that its the Camaro / Corvette that i dont like, NOT the motors that are in them. Will i still talk crap about camaros and corvettes? YES. Will i hate on modern piston motors? Not likely....

People need to be open minded enough to see that an LS1-FD (or FC) combines the best of what you like about rx7s, with the good parts out of camaros and corvettes. If you have never been for a ride in one of these conversions.....i suggest you do before you continue your rotarded arguments.....

 

Well said I must say. I am stoked about my conversion process. Just took the heads off to be ported and polished...

 

Im stoked also, I got an email from Brian Hinson today. They're going to ship my subframe soon!

 

Hinson has top notch customer service. Returns calls promptly, answers all emails and questions.

I hope that thier customer service stays that way as I am sure that they will be getting very busy as this LSX buzz continues....

We all need to let him work though so we can get our mounting kits, so keep your phone calls and emails short.

 

For now...He doesn't return my emails anymore for whatever reason. I was one of his original customers too.

It's actually no different than it was. There seems to be a steady 8-10 people going through the conversion at any given time. I know I've sent out wiring details to about 45 people, so there are quite a few floating around or in progress.

Bug Brian all you want, as he's not the one making the parts. It's the phone calls and emails to Lane that you should keep to a bare minimum.

Don't get me wrong, the HSC parts are great, but they're plagued by the same "small shop" problems that everyone else is. I wanted to buy a BS3 unit from them, just to keep throwing some of my business their way, and after a few unanswered emails, and noone picking up the phone (I have Brian's cell# from way back when), I threw in the towel and paid an extra $100 to get it from Wheel 2 Wheel performance.

 

The centrifugal blower—salvaged from a gigantic British locomotive engine that apparently no longer Thought It Could—was driven by a 1.5-inch shaft that traversed the length of the engine and was driven off the flywheel via a reversed Allison turbine helicopter gear-reduction unit originally designed to step down turbine velocities to something the main rotor could handle. The FAA required this type of gear reduction to be replaced after even a single emergency auto-rotation power-off landing, guaranteeing availability at fire-sale prices. The blower had a five-inch impeller that was capable of gobbling air at the rate of something like 500 pounds per minute, a rate that could probably suck the air out of double-wide in less than 60 seconds!

The supercharged 12-cylinder Boxer engine, featuring a lightened flywheel and knife-edged crank, and could rev from the engine’s 1200 RPM idle to the 9K redline in just over a tenth of a second, and had been certified on a Superflow 901 engine dyno to make 1400 horsepower on 120-octane gasoline at 60psi boost. The short-stroke 3.2-inch bore engine was upgraded with a billet Crower crankshaft, extra-long Crower rods, custom forged pistons, and was managed by a Haltech F3 EFI controller and a Firepower direct-fire 12-coil ignition. According to Norwood, each 24-valve head was carefully flowed and mildly ported for optimum forced breathing.

 

This is just plain stupid.
You should change the title to: motors-I-can't-afford-which-are-not-practical

My dream motor would produce about 1,000hp, get 30mpg, be able to use high octane pump gas, and would pull stoutly from 2,000RPM to 10,000RPM...

In other words, there is no such thing...


-Ted

 

That 43x ci stroked, all billet, twin turbo LSx that went into the black hot rod on "rides" was pretty bad ***. The engine was fully assembled by Nelson racing engines. They said with 0 boost they were making ~650hp, and they were expecting 1500ish after tuning. Did you guys see that? I dont watch alot of tv so sorry if i just happened to see a replayed episode from months back

 

that is one sad dream motor lmao

 

I would think that an engine of that size running that kind of boost at that CFM would make MUCH more than 1400. A 2JZ at 3.0l with less boost from a smaller turbo can hit 1400 easily. Look at top fuel engines that run that kind of boost. They are estimated at over 4000HP. Probably bad tuning or weak engine design. I wonder if they just sandwiched two Porsche motors together...