NRS Rotorsports ceramic seal test results
08-08-05, 10:02 PM
#53
Old [Sch|F]ool
Originally Posted by 911GT2
Imagine, stock seals last what, 50-60k, average?
Multiply that by 7 and all of a sudden you have yourself an engine with reliability of a
09-17-05, 09:09 PM
#54
Originally Posted by peejay
until-recently-daily-driven RX-7 had over three times that amount on its engine. Then I pulled it and put a ported engine in, reusing *all* of the internals, which had only 119k on them after all and were still in spec. (well, except for the housings, but oh well!). The original engine is still going strong, and it'll go back in when the next emissions test is due. Or maybe it will become the core for my next engine build, who knows? Internals are probably still in spec at only 184k miles.
N/A rotary.
N/A rotary.
09-18-05, 01:42 AM
#55
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Contact JHB. I know that when they were doing testing for their ceramics they blew the hell out of one of the irons and dowels. Ask them what seals they used and how they faired after the engine blew.
- Steiner
- Steiner
09-18-05, 03:23 AM
#56
Originally Posted by now
I cant believe anyone would build an engine, use new/ newer housings and the old apex seals.
If he's talking about a 12A or 13b from the 1st gen, it can be done if the seals aren't warped. NA those seals damn near last forever. Those older 2 piece seals are alot more durable than those POS 3 piece design that Mazda came out with.
09-18-05, 07:49 AM
#57
Originally Posted by t-von
If he's talking about a 12A or 13b from the 1st gen, it can be done if the seals aren't warped. NA those seals damn near last forever. Those older 2 piece seals are alot more durable than those POS 3 piece design that Mazda came out with.
if the housings had to be replaced (they were not in spec) then the running edge
of the old apex seal were not flat and will not match up to the new / newer housing
all this ends up doing is damage to the new housings.
matt
10-11-05, 06:45 PM
#64
Originally Posted by Glassman
t-von:
Over 30 full power passes recorded (1196hp @ 29psi) and the engine is still performing optimally.
Over 30 full power passes recorded (1196hp @ 29psi) and the engine is still performing optimally.
No I was wondering about the other engines in your deleted post that had detonation and survived. I understood that the apex seals were holding up. I was wondering how the side and corner seals survived during this detonation since the apex seals never gave out?
10-11-05, 07:58 PM
#66
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Originally Posted by t-von
No I was wondering about the other engines in your deleted post that had detonation and survived. I understood that the apex seals were holding up. I was wondering how the side and corner seals survived during this detonation since the apex seals never gave out?
I've re-writtin this post 3 times, and still cant get it right to not come off as an *** so I am omitting what I really want to know....
10-12-05, 12:22 PM
#67
I was wondering how in all of these detonation/preignition events that the seals held up to-
none of the iron side housings cracked at the dowel areas?
Were all the motors seriously doweled as well? I have seen pics of FD housings crumbled at the front top dowel and earlier housings at the rear top dowel.
Anyways, I am glad to hear all the good reports and amazingly I haven't heard ANY negative reports -besides, ouch that hurt the wallet
Pretty soon ceramics will be the standard apex seal material.
none of the iron side housings cracked at the dowel areas?
Were all the motors seriously doweled as well? I have seen pics of FD housings crumbled at the front top dowel and earlier housings at the rear top dowel.
Anyways, I am glad to hear all the good reports and amazingly I haven't heard ANY negative reports -besides, ouch that hurt the wallet
Pretty soon ceramics will be the standard apex seal material.
10-13-05, 04:39 PM
#68
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Here's one that took some damage. Ever seen one this bad? The e-shaft key was almost sheared in two. This is from a 1000 hp 13B drag engine. NRS Ceramic Power Seals lived and yes some side seals were damaged. This is not one of the cars from AU.
10-13-05, 08:20 PM
#70
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Originally Posted by BLUE TII
Strange cracking on that one!
The combustion side looks fine and the dowel areas undamaged?
Do those cracks emminate out from the rear stationary gear mounting holes on the rear of the plate?
The combustion side looks fine and the dowel areas undamaged?
Do those cracks emminate out from the rear stationary gear mounting holes on the rear of the plate?
The cracks were easily visable before being disassembled but I didn't get a shot of the rear view so I don't know where they exactly line up on the outside.
10-13-05, 09:40 PM
#71
Well I just had my second near death experience (well with my engine that is).
Awhile back I had some serious detonation that cracked the rear dowell at the oil filter pedastal. Seals held up fine. One piece 3mm greys were in the engine.
The seals did let go though on the next build when the tuner (not Steve Kan btw) inadvertantly advanced the timing 16-18 degrees on top of normal timing as a result of a misdiagnosed problem. The front rotor let go and obviously all the seals there were wasted. The weird thing was is that after it popped, we checked the rear rotors compression first as that is usually the one that lets go and the compression was perfect on all faces. Then, upon taking the engine apart, we discovered one of the seals on the rear rotor had a clean break through it. Not a scratch on the rotor housing or any sign of damage. Obviously some bad **** was happening inside that engine.
Needless to say, no seal could have survived.
Next on the list was just this last weekend. I was running 91 octane and did the first full power run on the dyno. Quickly found out that the wastegate was stuck closed and the boost shot up to 28 psi according to the Haltech. Steve let of the throttle at 5300 rpm as obviously there was something wrong. We thought there was a mistake with the Haltech sensor or software and then checked the Profec B which read 29.4 lbs. This engine also has the 1-piece 3mm greys.
Compression and vacuum are still just like a new engine. I won't own another rebuilt rotary engine without ceramics.
Awhile back I had some serious detonation that cracked the rear dowell at the oil filter pedastal. Seals held up fine. One piece 3mm greys were in the engine.
The seals did let go though on the next build when the tuner (not Steve Kan btw) inadvertantly advanced the timing 16-18 degrees on top of normal timing as a result of a misdiagnosed problem. The front rotor let go and obviously all the seals there were wasted. The weird thing was is that after it popped, we checked the rear rotors compression first as that is usually the one that lets go and the compression was perfect on all faces. Then, upon taking the engine apart, we discovered one of the seals on the rear rotor had a clean break through it. Not a scratch on the rotor housing or any sign of damage. Obviously some bad **** was happening inside that engine.
Needless to say, no seal could have survived.
Next on the list was just this last weekend. I was running 91 octane and did the first full power run on the dyno. Quickly found out that the wastegate was stuck closed and the boost shot up to 28 psi according to the Haltech. Steve let of the throttle at 5300 rpm as obviously there was something wrong. We thought there was a mistake with the Haltech sensor or software and then checked the Profec B which read 29.4 lbs. This engine also has the 1-piece 3mm greys.
Compression and vacuum are still just like a new engine. I won't own another rebuilt rotary engine without ceramics.
Last edited by RX-Heven; 10-13-05 at 09:43 PM.
10-17-05, 06:15 PM
#73
Persona non grata
Originally Posted by RX-Heven
Needless to say, no seal could have survived.
10-17-05, 07:22 PM
#74
I'm pretty sure he meant no seal could have survived the 16-18 deg advance in timing that the motor was subjected to.
The seals did let go though on the next build when the tuner (not Steve Kan btw) inadvertantly advanced the timing 16-18 degrees on top of normal timing as a result of a misdiagnosed problem. The front rotor let go and obviously all the seals there were wasted. The weird thing was is that after it popped, we checked the rear rotors compression first as that is usually the one that lets go and the compression was perfect on all faces. Then, upon taking the engine apart, we discovered one of the seals on the rear rotor had a clean break through it. Not a scratch on the rotor housing or any sign of damage. Obviously some bad **** was happening inside that engine.
The seals did let go though on the next build when the tuner (not Steve Kan btw) inadvertantly advanced the timing 16-18 degrees on top of normal timing as a result of a misdiagnosed problem. The front rotor let go and obviously all the seals there were wasted. The weird thing was is that after it popped, we checked the rear rotors compression first as that is usually the one that lets go and the compression was perfect on all faces. Then, upon taking the engine apart, we discovered one of the seals on the rear rotor had a clean break through it. Not a scratch on the rotor housing or any sign of damage. Obviously some bad **** was happening inside that engine.