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Another interesting article about how the rotary is superior to the piston
02-04-08, 09:21 PM
#76
i never understood that..putting a pisst-on in a rotary car..its not that im a complete rotard its just weird..there's so many other platform's they can go with..but they take an 80's car or in most cases the 93. but i guess its "different stroke's for different folk's.." im just going to go with "the rx7 just look's to damn good to not use it."
:AA:
:AA:
02-05-08, 05:54 PM
#77
here is some more reading:
http://www.mazda.com/mazdaspirit/rot...rds/index.html
http://www.mazda.com/mazdaspirit/rot...rts/index.html
http://www.mazda.com/mazdaspirit/rot...rds/index.html
http://www.mazda.com/mazdaspirit/rot...rts/index.html
02-05-08, 08:28 PM
#78
The fuel consumption numbers from Consumer Reports are from actually driving the cars. They often differ quite a bit from the EPA numbers, old or new.
BSFC is not horsepower & mpg. That's just retarded. Go wiki it or something, I'm not gonna bother.
And yeah, rotary powered cars do tend to win the most races. Past and current.
BSFC is not horsepower & mpg. That's just retarded. Go wiki it or something, I'm not gonna bother.
And yeah, rotary powered cars do tend to win the most races. Past and current.
02-06-08, 01:35 PM
#79
the rotary engine is a great design, just that not enough detail went into the configuration and its flaws are a major drawback when trying to cut costs in production. they should have left the coolant seals in the rotor housings and used a slightly more durable coolant seal such as the mcmaster carr encapsulated coolant seal design(except making it square cut vs an o-ring) which basically doesn't melt like the OEM seals do. another bypass would be to make thicker castings which are not as susceptible to cracking.
the major drawback to earlier 13Bs is the 3 piece seals, once they switched to 2 piece seals a number of problems went away but that is only part of the problem. peripheral ported engines(such as the PP exhaust ports on the 7's) causes chatter on the chrome surface from the apex seal as it passes over the port which is why they used the 2mm seals to cut down frictional mass but added stress and wear to the smaller apex seal tip and rotor groove tips. they cured this problem in the renesis however the side port irons are not as efficient by design, compromising some power for reliability.
if the rotary engine is still around in another 80 years i would assume it will be a bulletproof engine by then, with enough money and R+D. sad thing is there is plenty of easy fixes to the reliability of a rotary engine but the cost to implement those ideas is not cost effective for a mass produced vehicle.
if i had the equipment i bet i could design a much more durable engine with minimal changes to structural design, problem is mazda either didn't want to spend the money to modify the castings to make them thicker or they didn't care about the longevity of the motor. the issues we run into now were not nearly as common back when the engines were new but it is an obvious issue now as i have stacks of irons that are cracked and useless.
the major drawback to earlier 13Bs is the 3 piece seals, once they switched to 2 piece seals a number of problems went away but that is only part of the problem. peripheral ported engines(such as the PP exhaust ports on the 7's) causes chatter on the chrome surface from the apex seal as it passes over the port which is why they used the 2mm seals to cut down frictional mass but added stress and wear to the smaller apex seal tip and rotor groove tips. they cured this problem in the renesis however the side port irons are not as efficient by design, compromising some power for reliability.
if the rotary engine is still around in another 80 years i would assume it will be a bulletproof engine by then, with enough money and R+D. sad thing is there is plenty of easy fixes to the reliability of a rotary engine but the cost to implement those ideas is not cost effective for a mass produced vehicle.
if i had the equipment i bet i could design a much more durable engine with minimal changes to structural design, problem is mazda either didn't want to spend the money to modify the castings to make them thicker or they didn't care about the longevity of the motor. the issues we run into now were not nearly as common back when the engines were new but it is an obvious issue now as i have stacks of irons that are cracked and useless.
Last edited by RotaryEvolution; 02-06-08 at 01:47 PM.
02-06-08, 01:43 PM
#80
Caramelldansen
Join Date: May 2005
Location: SF Bay Area, California
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the rotary engine is a great design, just that not enough detail went into the configuration and its flaws are a major drawback when trying to cut costs in production. they should have left the coolant seals in the rotor housings and used a slightly more durable coolant seal such as the mcmaster carr encapsulated coolant seal design(except making it square cut vs an o-ring) which basically doesn't melt like the OEM seals do. another bypass would be to make thicker castings which are not as susceptible to cracking.
the major drawback to earlier 13Bs is the 3 piece seals, once they switched to 2 piece seals a number of problems went away but that is only part of the problem. peripheral ported engines(such as the PP exhaust ports on the 7's) causes chatter on the chrome surface from the apex seal as it passes over the port which is why they used the 2mm seals to cut down frictional mass but added stress and wear to the smaller apex seal tip and rotor groove tips. they cured this problem in the renesis however the side port irons are not as efficient by design, compromising some power for reliability.
if the rotary engine is still around in another 80 years i would assume it will be a bulletproof engine by then, with enough money and R+D. sad thing is there is plenty of easy fixes to the reliability of a rotary engine but the cost to implement those ideas is not cost effective for a mass produced vehicle.
the major drawback to earlier 13Bs is the 3 piece seals, once they switched to 2 piece seals a number of problems went away but that is only part of the problem. peripheral ported engines(such as the PP exhaust ports on the 7's) causes chatter on the chrome surface from the apex seal as it passes over the port which is why they used the 2mm seals to cut down frictional mass but added stress and wear to the smaller apex seal tip and rotor groove tips. they cured this problem in the renesis however the side port irons are not as efficient by design, compromising some power for reliability.
if the rotary engine is still around in another 80 years i would assume it will be a bulletproof engine by then, with enough money and R+D. sad thing is there is plenty of easy fixes to the reliability of a rotary engine but the cost to implement those ideas is not cost effective for a mass produced vehicle.
02-14-08, 12:16 AM
#82
listen to these guys after test driving a rotary kart. 
http://www.metacafe.com/watch/207768...g_engine_test/
http://www.metacafe.com/watch/207768...g_engine_test/
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