Yes, I was agreeing with you on the second part. But a thermodynamic cycle in a engine like this is the otto cycle: intake, compression, combustion, exhaust. 1 compete revolution of the rotor actually gets you 3 compete thermodynamic (otto) cycles per rotor which translates into 1,080 degrees of "crank" (eccentric shaft) rotation as per the 3:1 ratio of the e-shaft to rotor(s). You would need 6 crank revolutions of a 4 stroke piston engine to achieve the same thing.
Very impressive, my only concern is the leak at the exhaust manifold after it heats up; those flames leaking out into an engine bay might be a problem. Nonetheless, these guys have it goin' on!
For those that don't know. Queen Street racing is the name of the company that build engines and cars for drag racing purposes. This is not a road setup up. This is a drag spec engine.
Usually when you rebuild rotaties you use a lubricant on the inside so that the motor stays lubed without the Oil from the oil pump right off the bat. So thats probably just some form of Vaseline or Oil being burnt off. Just SOP.
As much I love the rotary engines and doing alot of research on them, I would never dreamed of them actually hitting over 1000hp! I'm totally impressed with the build.
***** but wouldn't it be left uneven after it became malleable allowing for any gas to go through afterwards? i think it is a poorly designed manifold that just cannot keep the pressure between the engine and itself at high turbo boost
@Warblade118 actually its true that the rotors have combustion on each face making it 3/4 of the pistons 1/4 which makes it rev up better and faster and also makes it more friendly to boost and high power
@spencerskate0 the engines power is now directly affecting the powersteering or the alternator. they are derivates that are power by a belt, so they only count the actual revolutions. The power you saw is at the flywheel which in turn will diminish as it goes to the wheels. hope that explains it a bit
@samwiserich That 1600BHP wasn't meant for long runs. The Le Mans 787B actually lowered the power so that it would be endurable, though it had high fuel consumption. How to defeat turbo lag; keep a high RPM launch.
@Warblade118 The e-shaft spins 3 times for every one rotor rotation. BUT every 1/3 rotation of the rotar creates a combustion stroke. So in effect the e-shaft spins three times but by the time the rotor spins around once, it will complete almost 3 combustion processes. With that said I'm not sure, but it may be the 3k/9k like you said.
@undeadkillers In an aircraft engine, the supercharger counteracts the power loss that results from the decrease of atmospheric pressure with increase of altitude. Theres a difference between aeronautics and automotives.
@misplacedmouse Its auto-ignition. When something gets so hot, it no longer needs an ignition source and spontaneously ignites. Usually it is associated with cooking oil fires, but the sealants and other chemicals surrounding the manifold also can auto-ignite at some temperature. it obviously reached it. haha.
in engine side.to reduce that, they come with a solution where they put a type of rotating weight to counter a mass of a recip motion or a simply said "counter-balancer".this also will add weight to an engine.but the worst side of a rotary engine were they need to lubricate their housing just like 2 stroke by burning them them together with an air/fuel.(TO MAKE IT SIMPLY,FOUR STROKE WERE SUCCESSFULLY MARKETED CAUSE THEY WERE SIMPLY SUPERIOR IN TERM OF FUEL AND LUBRICATION! )
Idk but thats an interesting question. Lets do the math again: every cycle of the rotor is 3 bangs, 3 cycles makes one output revolution. So ratio between bang/rev is 3/1(well almost 3). 4 strokes: 1 cycle of piston is exhaust, one is intake, and 1 piston cycle= 1 rev=> 1/2 bang/rev. That makes 2 stroke 1/1. So there you go, for the same volume, rotary will make the most power, and 4 stroke will make the least power.
@mageac I was talking about Rotaries, but the same goes for high rpm piston based engines too. If it is designed for high rpm hp it is going to have lower torque. All those parts are designed to spin fast. Look at F-1 cars gobs of HP, but low on the TQ. It all goes back to physics, the faster something's centripetal(I believe thats right because the power is being pushed towards the axis) force, the lower the tq. Diesel has slow bang, big tq. I could be wrong I'm not an expert.
@Warblade118 yes the e shaft turns 3 times as fast or so as the rotors but like you said not the rotors fire on every side as they turn so 3 combustions for every stroke
you know 2 strokes, intake under exhaust sealed actively by piston movement, so when compression sub-stroke take place and piston is trying to move up, part of fresh mixture will escape through exhaust port because it takes time for piston to move up, so 2 strokes looses to 4 stroke on fuel economy, so does rotary because they fire too 'regularly' and doesn't have that high compression ratio, so fuel don't get burnt effectively.
I almost busted my mouse, as that baby built boost I noticed I was left clickin the snot out of it LOL. I wonder how injecting some fuel in the exhaust just ahead of the turbo would make it act. I was thinking about gettin on the boost sooner but I don't suppose it's a problem with your style of racing. Those things are just awesome, they intrest me in terms of motorcycle usage or outboards, they are so nice and compact, Real good show fellows, it's a hell of a motor.
@zeppelin67637 The rotors are 180 off from each other and are balanced, think of a gyroscope. They orbit in a way that there is VERY minimal vibrations, even if they are off by a few grams.
What I was saying is that rotary engines have a reputation for producing as much torque as horsepower, or nearly. And that's even naturally aspirated. For example, my SA22 12a was pushing a very moderate 130 horses, but it was also yielding 117 ft.lb. of torque along with it. That was stock from an old motor. Anything you do to yield higher horse in a rotary will more than likely yield as much gain in torque.
@IgoByaGo the reason a higher rpm engine makes less torque is the tuning of the cams/ports... an engine with an aggressive cam, with a big overlap, high lift, and aggressive timing will make loads of power at high rpm when the air is at high velocity. but with the overlap,and valve timing advance it will struggle just to run at low rpm...
@SuperDisco91 depends what seals it uses, eg carbon or ceramic. also if its a turbo, more boost = faster wear on seals ect but if built right the seals can last a very long time
@nitrousxxxcam Rotory engines are notorious for having less components than a piston engine. They basically have a rotating thing in a cylinder. They're designed for "stress", and they love higher revs.
hey guys i'm not a motor freak or something like that but i heard that the rotary engind at's in C-inch is WAY better than a standard engine and the rotary engine can give a way lot more RPM's than a normal engine AWESOME VIDEO
@wapreab true, but ud have to keep it low unless u wanna spin the tires completly so for a launch its gotta be a shit ton of clutch work. so ya u can have a lot of high rev power but, your gonna go through a clutch like crazy
@Warblade118 Excellent comment. I agree the comparison is misguided. The fact that rotors make so much power for their capacity is nullified by the fact that they have a completely different stroke system and burn far more fuel (and oil) to achieve it.
I replied to this comment only. Besides, it wasen't an attack or anything bro. The lag issue is not usually a problem on the track with proper equipment, tuning and driving skills. As for the boost, they will usually go for as much as the engine can take since the purpose of this car is purely for drag racing. If it blows, they will just replace it. Anyways, no harm dude. Cheers to you too!
What an insane machine - sitting there in the middle of a laboratory, roaring and straining at its bonds. It wants to jump off the table and eat you. Proper Mazda rotary mad science.
@Warblade118 I think the rpm is based on the shafts speed then. Rotor based engines have less internal moving mass as you would probably know. The average piston engines redline ranges from 6k-8k. Rx8 stock has 9k redline, rotor engines in race spec can achieve 13k rpm maybe more.
@NinjaBoyFuto exhaust pipes commonly reach 1600 degrees Fahrenheit in a normal vehicle going do the road. now lets do 8,000 rpm for a minute and now the temp is up to 2000 degrees Fahrenheit. If i need to explain more, just ask.
@Topfueltrooper Thank you. A lot of people don't realize that it's not that hard to shove 40-50 psi into a block with meth or 120+ octane and get gigantic numbers. Try building a motor that'll last a few laps at full throttle
@turbomen08 That's crazy. But I suppose though it makes sense as I've seen the 2JZ 3.0L do 1300-rwhp and the stroked 3.4L do 1600-hp. STILL though, that's impressive for a 4-Rotary.
@Swansen03 Yes I was meaning production only. I know the bigger sizes exist, just if they were stock it would be amazing. Imagine the rx coming back with 3 rotor turbo, awd, 2 door, that would be siiiick. We can only dream right?
@dumbluck0629 I know that piston motors can rev high aswell. Like the Honda S2000 stock had a redline of 9000rpm, and most race engines can get over 10k rpm. I don't really think there is a claim of rotary having abnormally high rpm, but for stock motor it's pretty good(9krpm). It does have a high horsepower for its engine size, 230hp from a little 1.3L.
Bear in mind there are a few tuners who are cranking out 2000hp from a 20b 3 rotor, the 26b 4 rotor represents a LOT more motor, it should theoretically be good for 2500hp in the right hands, might take many years b4 the right people start playing with these quads
it appears so, I reach this conclusion on my own understanding, which I should have research to confirm it, but nah, I think if compression ratio is high, then the mixture density at ignition point will allow maximum power because of how close fuel and air molecules are and they will expand at a very rapid speed, and burn more completely, but in the expense of the need of a very strong spark to ignite them, which doesn't seem to be an issue these days.
a 4 rotor engine is capable of incredibly smooth delivery of power as smooth as or even smoother than a v12 piston engine..and is equivalent in terms of firing pulses and power generation
Now that is cool! Hearing the turbine spin up and watching manifold go cherry red. I can just imagine what this engine would do coupled to a good gearbox.
well if you ask about this 4 rotors, numbers are too big to speculate. But a 13B in a RX8 would exceed the usage on a 308ci, on daily driving alone(medium modern muscle sport car) small block - Holden Commodore for example.
Maravilla de maquinas parecen monstruos artificiales vivientes en verdad hermosura de maquina y una pregunta ese motor de que es ? de Coche camioneta Camion Trailer o de que es?
@IgoByaGo its nothing to do with centrifugal forces... its because an engine has to be tuned different to work at high rpm, and an engine that is tuned for high rpm doesn't work well at low rpm... for higher rpm engines the spark and cam timing is advanced, the cam has big over lap, shortie headers, short intake runners, and of course piston stroke makes a difference as well, an engine with double the stroke will have double the piston speed at the same rpm as a short stroke engine
Actually a 13b displaces 1.3l per revolution or 2.6l in 2 revs (720 degrees). This is directly comparable to a 2.6l 4 cylinder, 4 stroke engine that also displaces 1.3l per revolution or 2.6l in 2 revolutions (720 degrees)
Except there is a 3 to 1 ratio between the e-shaft (like a crankshaft) and the rotors, meaning that one rev of the e-shaft gives you one third of a revolution of the rotor. So for every full revolution of the e-shaft you get 1 combustion event per rotor. (and 1 intake and 1 exhaust) Since this engine has 4 rotors that means is has 4 combustion per revolution of the e-shaft. This is comparable to a 5.2L V8 that also has 4 combustion per rev of the crankshaft.
Car manufacturers will jump on any potential advantage in engine design, however small they might be. Most car makers have looked at rotary's and decided not to bother as they are a fatally flawed engines. 'History' has proved the facts.
close to a sphere shape(*the best thermodynamic shape for IC engine is sphere/piston engine=cylinder) thus making them superior into converting a heat into mechanical work and also another factor is they atomized the fuel so efficiently by compressing them 1/8-1/18 to its volume thus making them superior in term of "fuel consumption".to make them simply powerful as a comparable rotary or 2-stroke engine,they just double up the displacement.the bad things here is by increasing the displacement
Thats what I said, except one complete revolution of the rotor is 3.9L, the full displacement of one thermodynamic cycle. Which is the normal measure of any engines true capacity.
@vctrsone it was a reference to a post of a Porsche 911 where the manifolds were actually glowing, the video of the guy recording it and screaming "THE MANIFOLDS ARE GLOWING!!!!! THE MANIFOLDS ARE GLOWING!!!!!" was originally posted on jalopnik. just search it here on youtube
they are notorious for being reliable. They can spin a baring if you starve them of oil. He wants something that he can actually use. He's been a rotor head for years but he's sick of the problems associated with them.
As I have already said one thermodynamic cycle of a 4 stroke 4 cyl engine gives 4 otto cycles per two revs. In one thermodynamic cycle of a twin rotary engine you get six otto cycles for one 360 deg rev. The e-shaft is irrelevant to engine capacity. If the e-shaft was geared 4:1 would you want to reduce the capacity even further?
@Warblade118 yea they mostly go because people don't know how to restrict the amount of spray into the motor... We ran a stock TL every weekend with nos and never had a problem... Mainly because we keep up on all the oil changes and tranny fluid brakes etc. We blew a motor on a turbo for not checking the oil... Fixed that one but the block we got leaked so after refilling fluids for a week we decided to fox it tomorrow again... After it's been sitting for couple of months... 2000 integra
Man holy crap!! The headers turn bright orange!!!! I wonder how many gaskets they go through. Or what kind they even use in this case. Nickel? Copper? Aluminum? Ceramic?
@mtbasher so can piton motors. the new m3 motor witch is a v-8 revs to 9000 also, you cant say one motor will rev more then another motor its all about the design.
thanks for the good info, I'm more in tune with what VG's RB's SR's 2J's etc. can do than I am with V8's and drag apps. but I've still got a good idea on what it takes to make those kinds of numbers with any engine. Anyways what's the engine setup like on your Z? 375 @ 13psi is pretty sweet. I'm gessing you have twin GT25's or something similar?
If you look closely you can see that the turbo actualy has an engine attached to it
It's just the other side of the turbo.
@@Andrecio64 This is actually a joke. The joke is that because the turbo is too big you can barely see that its attached to an engine
everyone in that room is now dieded , that turbo sucked all the oxygen up
rev limiter 32000
pirateh00kar it's a black hole from space lol
Dude, i think there's an engine attached to your turbo.
Nope.
Yes, I was agreeing with you on the second part. But a thermodynamic cycle in a engine like this is the otto cycle: intake, compression, combustion, exhaust.
1 compete revolution of the rotor actually gets you 3 compete thermodynamic (otto) cycles per rotor which translates into 1,080 degrees of "crank" (eccentric shaft) rotation as per the 3:1 ratio of the e-shaft to rotor(s).
You would need 6 crank revolutions of a 4 stroke piston engine to achieve the same thing.
what a wicked noise those rotary engines make. I rode in a 77 or so RX 3 in Miami when I was a kid a man that thing was fast!
Very impressive, my only concern is the leak at the exhaust manifold after it heats up; those flames leaking out into an engine bay might be a problem. Nonetheless, these guys have it goin' on!
For those that don't know. Queen Street racing is the name of the company that build engines and cars for drag racing purposes. This is not a road setup up. This is a drag spec engine.
I've never seen the side of the block hat up like that. The exhaust is one thing but the block??? Mother of god! Insane!
Adam Hernandez I think its just reflected.
It went super sonic
Usually when you rebuild rotaties you use a lubricant on the inside so that the motor stays lubed without the Oil from the oil pump right off the bat. So thats probably just some form of Vaseline or Oil being burnt off. Just SOP.
As much I love the rotary engines and doing alot of research on them, I would never dreamed of them actually hitting over 1000hp! I'm totally impressed with the build.
I mean the 787B had 900hp in quali mode NA! They tuned it down for reliability in the race.
i absolutly love how the exhaust glows at the end XD
it is likely just paint or oil residue burning off the manifold guys.
***** but wouldn't it be left uneven after it became malleable allowing for any gas to go through afterwards? i think it is a poorly designed manifold that just cannot keep the pressure between the engine and itself at high turbo boost
I definitely wouldn't ride in a car that has that under the hood. FIRE FIRE FIRE!!!!!
It wouldn't be so bad. Just like riding in a Pinto.
It's like riding in a Porsche.
Thats what the cars firewall is for technically
Well then call me if someone offers you a ride in something with that engine cause I sure as fuck wouldn't decline that offer
at 1:30 it reminds me my old blender... gosh, I miss it :-(
This video never gets old.
1664Hp is insane but I'm not sure its suppose to do this (2:03)
***** What blew up????
Love how the blue hose on the induction swells up under power if you watch closely. Some serious ass boost coming off that turbo.
you're sadly mistaken my friend, they are one of the best, they are efficient, powerful and one of the sturdiest engine designs ever made.
Love rotary engines. I think they have such an unlocked potential
I like how you can see a mini tornado in the first view that forms from the turbo sucking in air
@Warblade118 actually its true that the rotors have combustion on each face making it 3/4 of the pistons 1/4 which makes it rev up better and faster and also makes it more friendly to boost and high power
i think having this rotary engine in the mazda would fuck up the motor mounts in no time. that thing jolts like crazy.
@spencerskate0 the engines power is now directly affecting the powersteering or the alternator. they are derivates that are power by a belt, so they only count the actual revolutions. The power you saw is at the flywheel which in turn will diminish as it goes to the wheels. hope that explains it a bit
insane seeing the headers glow
@samwiserich That 1600BHP wasn't meant for long runs.
The Le Mans 787B actually lowered the power so that it would be endurable, though it had high fuel consumption.
How to defeat turbo lag; keep a high RPM launch.
@Warblade118 The e-shaft spins 3 times for every one rotor rotation. BUT every 1/3 rotation of the rotar creates a combustion stroke. So in effect the e-shaft spins three times but by the time the rotor spins around once, it will complete almost 3 combustion processes. With that said I'm not sure, but it may be the 3k/9k like you said.
that turbo sound like a jet ready to go into the future
@undeadkillers In an aircraft engine, the supercharger counteracts the power loss that results from the decrease of atmospheric pressure with increase of altitude. Theres a difference between aeronautics and automotives.
@Jstarquest be honest not a whole lot. if street port and turbo than we're talking power. make sure to port your exhaust too.
That turbo OWNS that motor...
@misplacedmouse Its auto-ignition. When something gets so hot, it no longer needs an ignition source and spontaneously ignites. Usually it is associated with cooking oil fires, but the sealants and other chemicals surrounding the manifold also can auto-ignite at some temperature. it obviously reached it. haha.
@Zer0kbps it's the exhaust heating up to the point where it glows red hot about 1500 degrees celcius
in engine side.to reduce that, they come with a solution where they put a type of rotating weight to counter a mass of a recip motion or a simply said "counter-balancer".this also will add weight to an engine.but the worst side of a rotary engine were they need to lubricate their housing just like 2 stroke by burning them them together with an air/fuel.(TO MAKE IT SIMPLY,FOUR STROKE WERE SUCCESSFULLY MARKETED CAUSE THEY WERE SIMPLY SUPERIOR IN TERM OF FUEL AND LUBRICATION! )
Also shocked the camera didn't get sucked in with that turbo
Idk but thats an interesting question. Lets do the math again: every cycle of the rotor is 3 bangs, 3 cycles makes one output revolution. So ratio between bang/rev is 3/1(well almost 3). 4 strokes: 1 cycle of piston is exhaust, one is intake, and 1 piston cycle= 1 rev=> 1/2 bang/rev. That makes 2 stroke 1/1. So there you go, for the same volume, rotary will make the most power, and 4 stroke will make the least power.
@capiauken I believe it's called a radial engine. rotaries have a fixed crankshaft.
That turbo is MASSIVE
@mageac I was talking about Rotaries, but the same goes for high rpm piston based engines too. If it is designed for high rpm hp it is going to have lower torque. All those parts are designed to spin fast. Look at F-1 cars gobs of HP, but low on the TQ. It all goes back to physics, the faster something's centripetal(I believe thats right because the power is being pushed towards the axis) force, the lower the tq. Diesel has slow bang, big tq. I could be wrong I'm not an expert.
@dreadly101 actually thats the exit port on the compressor side, a 45 isnt that bad, if at all. check out the exhaust looks pretty custom to me.
@Warblade118 yes the e shaft turns 3 times as fast or so as the rotors but like you said not the rotors fire on every side as they turn so 3 combustions for every stroke
you know 2 strokes, intake under exhaust sealed actively by piston movement, so when compression sub-stroke take place and piston is trying to move up, part of fresh mixture will escape through exhaust port because it takes time for piston to move up, so 2 strokes looses to 4 stroke on fuel economy, so does rotary because they fire too 'regularly' and doesn't have that high compression ratio, so fuel don't get burnt effectively.
They aren't burning, they're just starting to glow because of how hot they are.
I almost busted my mouse, as that baby built boost I noticed I was left clickin the snot out of it LOL. I wonder how injecting some fuel in the exhaust just ahead of the turbo would make it act. I was thinking about gettin on the boost sooner but I don't suppose it's a problem with your style of racing. Those things are just awesome, they intrest me in terms of motorcycle usage or outboards, they are so nice and compact, Real good show fellows, it's a hell of a motor.
@zeppelin67637 The rotors are 180 off from each other and are balanced, think of a gyroscope. They orbit in a way that there is VERY minimal vibrations, even if they are off by a few grams.
the 26b engines weve been building here in new zealand are pretty damn impresive..check some of them out
What I was saying is that rotary engines have a reputation for producing as much torque as horsepower, or nearly. And that's even naturally aspirated. For example, my SA22 12a was pushing a very moderate 130 horses, but it was also yielding 117 ft.lb. of torque along with it. That was stock from an old motor. Anything you do to yield higher horse in a rotary will more than likely yield as much gain in torque.
@heapscurley it's a form of launch control found on most aftermarket ECU's.. Microtech / Haltech / Motec etc...
@IgoByaGo the reason a higher rpm engine makes less torque is the tuning of the cams/ports...
an engine with an aggressive cam, with a big overlap, high lift, and aggressive timing will make loads of power at high rpm when the air is at high velocity. but with the overlap,and valve timing advance it will struggle just to run at low rpm...
@SuperDisco91 depends what seals it uses, eg carbon or ceramic.
also if its a turbo, more boost = faster wear on seals ect
but if built right the seals can last a very long time
@nitrousxxxcam Rotory engines are notorious for having less components than a piston engine. They basically have a rotating thing in a cylinder. They're designed for "stress", and they love higher revs.
I like it when it glows red hot.
hey guys i'm not a motor freak or something like that but i heard that the rotary engind at's in C-inch is WAY better than a standard engine and the rotary engine can give a way lot more RPM's than a normal engine AWESOME VIDEO
2:05 too 2:11 sounds like a jet warming up..... sick engine sound too!
@wapreab true, but ud have to keep it low unless u wanna spin the tires completly
so for a launch its gotta be a shit ton of clutch work. so ya u can have a lot of high rev power but, your gonna go through a clutch like crazy
@Warblade118 Excellent comment. I agree the comparison is misguided. The fact that rotors make so much power for their capacity is nullified by the fact that they have a completely different stroke system and burn far more fuel (and oil) to achieve it.
I replied to this comment only. Besides, it wasen't an attack or anything bro. The lag issue is not usually a problem on the track with proper equipment, tuning and driving skills. As for the boost, they will usually go for as much as the engine can take since the purpose of this car is purely for drag racing. If it blows, they will just replace it. Anyways, no harm dude. Cheers to you too!
My thoughts go out to that exhaust manifold that was letting go at 0:56, and to all those apex seals lost in the making of this video.
What an insane machine - sitting there in the middle of a laboratory, roaring and straining at its bonds. It wants to jump off the table and eat you.
Proper Mazda rotary mad science.
That Turbo is sure working. wow
@Warblade118 I think the rpm is based on the shafts speed then. Rotor based engines have less internal moving mass as you would probably know. The average piston engines redline ranges from 6k-8k. Rx8 stock has 9k redline, rotor engines in race spec can achieve 13k rpm maybe more.
that might be the most impressive thing ive ever seen.
you mean the exhaust. it glows red because its insanely hot
@NinjaBoyFuto exhaust pipes commonly reach 1600 degrees Fahrenheit in a normal vehicle going do the road. now lets do 8,000 rpm for a minute and now the temp is up to 2000 degrees Fahrenheit. If i need to explain more, just ask.
@Topfueltrooper Thank you. A lot of people don't realize that it's not that hard to shove 40-50 psi into a block with meth or 120+ octane and get gigantic numbers.
Try building a motor that'll last a few laps at full throttle
@turbomen08 That's crazy. But I suppose though it makes sense as I've seen the 2JZ 3.0L do 1300-rwhp and the stroked 3.4L do 1600-hp. STILL though, that's impressive for a 4-Rotary.
@Swansen03 Yes I was meaning production only. I know the bigger sizes exist, just if they were stock it would be amazing. Imagine the rx coming back with 3 rotor turbo, awd, 2 door, that would be siiiick. We can only dream right?
Them glowing exhaust pipes *-*
That turbos are huge
@dumbluck0629 I know that piston motors can rev high aswell. Like the Honda S2000 stock had a redline of 9000rpm, and most race engines can get over 10k rpm. I don't really think there is a claim of rotary having abnormally high rpm, but for stock motor it's pretty good(9krpm). It does have a high horsepower for its engine size, 230hp from a little 1.3L.
Bear in mind there are a few tuners who are cranking out 2000hp from a 20b 3 rotor, the 26b 4 rotor represents a LOT more motor, it should theoretically be good for 2500hp in the right hands, might take many years b4 the right people start playing with these quads
it appears so, I reach this conclusion on my own understanding, which I should have research to confirm it, but nah, I think if compression ratio is high, then the mixture density at ignition point will allow maximum power because of how close fuel and air molecules are and they will expand at a very rapid speed, and burn more completely, but in the expense of the need of a very strong spark to ignite them, which doesn't seem to be an issue these days.
a 4 rotor engine is capable of incredibly smooth delivery of power as smooth as or even smoother than a v12 piston engine..and is equivalent in terms of firing pulses and power generation
@slickstrings you can say that as soon as he punches it once or twice its going to go boom
ive never seen an exhaust manafold get so hot!
Now that is cool! Hearing the turbine spin up and watching manifold go cherry red. I can just imagine what this engine would do coupled to a good gearbox.
well if you ask about this 4 rotors, numbers are too big to speculate. But a 13B in a RX8 would exceed the usage on a 308ci, on daily driving alone(medium modern muscle sport car) small block - Holden Commodore for example.
Maravilla de maquinas
parecen monstruos artificiales vivientes en verdad hermosura de maquina
y una pregunta ese motor de que es ?
de Coche
camioneta Camion Trailer o de que es?
@Swansen03 no, that would be tight, but it would need to be Mazda's entry into the supercar world.
@IgoByaGo its nothing to do with centrifugal forces... its because an engine has to be tuned different to work at high rpm, and an engine that is tuned for high rpm doesn't work well at low rpm...
for higher rpm engines the spark and cam timing is advanced, the cam has big over lap, shortie headers, short intake runners,
and of course piston stroke makes a difference as well, an engine with double the stroke will have double the piston speed at the same rpm as a short stroke engine
Actually a 13b displaces 1.3l per revolution or 2.6l in 2 revs (720 degrees). This is directly comparable to a 2.6l 4 cylinder, 4 stroke engine that also displaces 1.3l per revolution or 2.6l in 2 revolutions (720 degrees)
Except there is a 3 to 1 ratio between the e-shaft (like a crankshaft) and the rotors, meaning that one rev of the e-shaft gives you one third of a revolution of the rotor.
So for every full revolution of the e-shaft you get 1 combustion event per rotor. (and 1 intake and 1 exhaust) Since this engine has 4 rotors that means is has 4 combustion per revolution of the e-shaft. This is comparable to a 5.2L V8 that also has 4 combustion per rev of the crankshaft.
you can see the blue hose on the boost side swell when it's peaking
Car manufacturers will jump on any potential advantage in engine design, however small they might be. Most car makers have looked at rotary's and decided not to bother as they are a fatally flawed engines. 'History' has proved the facts.
close to a sphere shape(*the best thermodynamic shape for IC engine is sphere/piston engine=cylinder) thus making them superior into converting a heat into mechanical work and also another factor is they atomized the fuel so efficiently by compressing them 1/8-1/18 to its volume thus making them superior in term of "fuel consumption".to make them simply powerful as a comparable rotary or 2-stroke engine,they just double up the displacement.the bad things here is by increasing the displacement
Thats what I said, except one complete revolution of the rotor is 3.9L, the full displacement of one thermodynamic cycle. Which is the normal measure of any engines true capacity.
@vctrsone it was a reference to a post of a Porsche 911 where the manifolds were actually glowing, the video of the guy recording it and screaming "THE MANIFOLDS ARE GLOWING!!!!! THE MANIFOLDS ARE GLOWING!!!!!" was originally posted on jalopnik. just search it here on youtube
love how its just like BOOF gtfo exh gasket at the end there with all the firez
@Warblade118 I don't get what you mean .... The Mazda Rotary engines are quite small , ranging from 1.2L to 2 something Litres ...
I think that engine can take off for sure...
they are notorious for being reliable. They can spin a baring if you starve them of oil. He wants something that he can actually use. He's been a rotor head for years but he's sick of the problems associated with them.
As I have already said one thermodynamic cycle of a 4 stroke 4 cyl engine gives 4 otto cycles per two revs.
In one thermodynamic cycle of a twin rotary engine you get six otto cycles for one 360 deg rev. The e-shaft is irrelevant to engine capacity.
If the e-shaft was geared 4:1 would you want to reduce the capacity even further?
@vinzorelli Flames form merely due to the excited state of air molecules. So literally, even the metal and the air around the engine is excited :o
@Warblade118 yea they mostly go because people don't know how to restrict the amount of spray into the motor... We ran a stock TL every weekend with nos and never had a problem... Mainly because we keep up on all the oil changes and tranny fluid brakes etc. We blew a motor on a turbo for not checking the oil... Fixed that one but the block we got leaked so after refilling fluids for a week we decided to fox it tomorrow again... After it's been sitting for couple of months... 2000 integra
i cant believe the heat on those headers... omfg
Man holy crap!! The headers turn bright orange!!!! I wonder how many gaskets they go through. Or what kind they even use in this case. Nickel? Copper? Aluminum? Ceramic?
@samwiserich Rotary engines are known high RPM engines so Turbo lag is less of a problem from a sub 7+k V8.
@mtbasher so can piton motors. the new m3 motor witch is a v-8 revs to 9000 also, you cant say one motor will rev more then another motor its all about the design.
thanks for the good info, I'm more in tune with what VG's RB's SR's 2J's etc. can do than I am with V8's and drag apps. but I've still got a good idea on what it takes to make those kinds of numbers with any engine.
Anyways what's the engine setup like on your Z? 375 @ 13psi is pretty sweet. I'm gessing you have twin GT25's or something similar?
that turbo has a nice engine attached :D