twint78

Is anyone actually looking at doing this swap?

I would think it would be better 2 rotor engine to go with than the old nsu/wankel.

It is built for boost.
The overlap is gone.
It has a stock higher rev limit.
The compression on the rotors can be lowered.
I would like to see proof that the egt's are actually cooler just cause it uses side exhuast instead of preipheral.
It uses 2 oil injectors per rotor instead of one.
I think the engine will be trick.Everyone judging it not being able to be turboed is ignorant.Meaning they have no experience with the engine,so they judge without proof.

Hell look integra type-r and gsr motor.They have high *** compression.But mechanics reengineer it for boost.

I think the different style exhuast ports will play with a turbo differently.It should be pretty wild.

So let me know some good points and who is actually thinking about it.

Suds7

I like the peripheral exhaust on the 13B, read 'turbo spool'.

rotarygod

iTrader: (1)

There needs to be alot of research to see how well it holds up but you know that many are already planning it.

First of all the compression ratio is now 10:1. Nobody ever said you can't add forced induction to a high compression ratio. You are just more limited boost wise the higher the compression ratio gets. You are correct. There are too many ignorant statements regarding forced induction. However, this is not a Honda engine, they don't work the same, and tougher parts are not available through the aftermarket. A Honda engine can be built using stronger connecting rods, lighter pistons, and stronger lighter crank, a tougher block, cylinder wall braces, stronger valve spings, stronger valves, etc... Honda doesn't build them that way. Throw a good amount of boost to any stock Honda engine and see how long it lasts. The only way to lower the compression would be to mill out the rotors. Depending on how thick the new rotors are this may affect structural integrity. The old rotors are not interchangeable.

Overlap is gone which does help volumetric efficiency. It also helps to keep combustion chamber temperatures down. With more overlap come more hot exhaust gas dillution into the intake. More hot air going back through the cycle again only keeps adding more heat until it can get expelled. This hot air being recirculated also heats up the combustion chamber on the intake side. More heat in = more heat out. The peripheral exhaust layout makes for a much more intense exhaust pulse. The port opens extremely fast. Much faster than a side port. You may have to stare at an opened engine to comprehend this. This sudden open results is similar to a comtrolled explosion. I use that term just for visual purposes. A slower opening port lets gasses slow down a little instead of being so violent. A faster moving exhaust is going to have much more energy. Remember that heat is energy too. The faster moving exhaust while holding more energy and heat in, also have less time to dissipate that energy. The second the gasses exit the chamber they are already cooling down. They actually cool quite rapidly. A 1500 degree gas leaving the engine might only be a couple of hundred at the exhaust tip. The slower opening of the Renesis exhaust helps to dissipate some of this heat off since the gasses are moving slower. The port area is almost twice that of the 13B so it can move much slower. Also consider volumetric efficiency. It is obviously much higher if the power levels are greater than the 13B and the gas mileage is better. All of the power (energy) that an engine produces is expelled in 3 main ways; the power to the wheels, the heat to the cooling systems, the heat out the exhaust. A more efficient engine transfers more energy to the wheels than to the exhaust. Combine all these effects and you easily get a cooler exhaust from the Renesis.

Only the 3rd gen used 2 oil injectors. All previous models had 4, 2 in the primary intake runners, 2 in the rotor housings. The 4 in the rotor housing setup of the Renesis is a more efficint system since it directly lubricates a greater amount of apex seal area. This allows them to inject less into the engine since more goes where it needs to.

I'm curious to see how turbo sizing comes into play. It is probably going to need a smaller exhaust wheel than the 13B for the above reasons. I don't necessarily think this is a bad thing though. Yes a higher flowing unit is better but if the turbo is overcoming other deficiencies within the engine, it will easily make up for this. Smaller exhaust wheeled turbos can make impressive amounts of power on other types of engines because they match the engines requirements. You will always lose some power to restriction through the turbo no matter what.

Different port profiles definitely play with turbo sizing.

I agree. It will probably be a really wild engine when someone gets it right. It has already been turbo'd by a Japanese tuner! The greater efficiency should really help in all aspects, including detonation tolerances.

krackerx7

iTrader: (1)

I was always under the influnce that the rotors were interchangable, Why wouldnt they?

also any other info on that japanese tuner, like a website, not looking for a how he did it, I just want to see some pics and maybe some numbers

kyle@insight

I'm sure it will eventually be boosted by an aftermarket company if it hasn't been already. Greddy or someone of that sort will more than likely develope something.

To touch on the ITR and GSR motors, they're completely different. You CAN boost them on the stock block, but it's definatly not reccomended on the ITRs, people are blowing them on reccomended boost levels, so it's not always a good idea, engineering or not

Only time will tell how it goes.

rxrotary2_7

dontbearikki is claiming the first turboed rx8 in the US... i hope he has the car already b/c i have seen a few driving around already.