Would love to see a small Semi PP on the Hybrid renesis from a few weeks back- it's actually something I'm actively researching at the moment for an open formula series up here in Canada! Going 2-3 Stage ITBs' should help deal with how it idles and can be done "on the cheap" using motorbike IT'bs, and since you're linking each port pairs together, the setup isn't *too* convoluted
I think it will be to much intake air. Probably no bottom end or mid range. I would just do the hybrid without the semi p. It should work better based on air volume. But if you want to do it. Please let me know how it works.
@@KyleMohanRacing If you had a hybrid engine but put the PP on its own individual throttle and only actuate it at high rpm- I know this would be pain to set up. is it possible to keep the drivability with top end flow?
There is a famous engine builder in Atlanta that does his peri ports by fusing aluminum to the housing and then cnc the port and outside shape.. Looks like MFR housings and cero leaks..
I'd say the best Mazda Wankel porting combination would be a Peripheral Intake Port with the Side Exhaust Ports in Renesis RX-8 engine, no peripheral exhaust port, this will keep the absence of port overlap in Renesis engine, with the better BMEP the peripheral port offers; from old research, we know a rectangular intake port is better than a round intake port, and that for street car applications, a smaller area port is better than a larger one, but this is to be checked experimentally.
NOT, side exhaust ports is where the renesis engine design failed. no flow and build up too much carbon. NOTHING will flow better than a PPort whether it be intake or exhaust
Thanks, but Side exhaust ports, with a rectangular peripheral Intake port, will totally eliminate Port overlap, this is the main advantage in Renesis 13B. Port overlap sends fresh Mix to exhaust, Bad for BMEP, fuel Economy, emissions. Carbon buildup may have a connection to the Oil used. If I get the money, I'd test the concept of Peripheral Intake Ports and Side Exhaust ports in a Single Rotor engine. A Low exhaust backpressure is important for RCE efficiency, but not in same grade with Peripheral or Side Intake Ports, Peripheral Intake Ports are more sensitive to exhaust manifold backpressure. I lack info about the Renesis Side Exhaust Ports sizes, flow, backpressure, usw Side exhaust ports can be enlarged, exhaust gas track streamlined,... Blessings +
@@joseveintegenario-nisu1928 side exhaust ports will never ever ever flow as much as two peripheral exhaust ports. Do you understand that? You will never see drag racing rotary guys using renesis exhaust side ports alone.
@@joseveintegenario-nisu1928 In Wankel Port Tuning, I'd say a must is having beveled the intersection between duct and working surface, this increases Volumetric Efficiency, reduces the stress on seals from the clash with straight angle intersection
I would love a peripheral port but the only way I would know how to do everything would be racing beats Weber manifold. Even then you have to figure out how to brace everything. They don’t even make anything to even attempt a 12a pp and I want that so I can use carbon apex seals.
I've always been confused on why they even use side ports. I can see having some big monster hole in a PP would work badly at low rpm, but why not smaller holes?
Overlap is the big issue. Small or big PP you get overlap. Side port has better response for regular RPM as it has less. Other things play a part but that's a basic reason
@@KyleMohanRacing ok, so why not add a valve on the PP so you can control the port timing and vary it like a vtech. Use an electric controlled 'freevalve', or even a rotary valve might be better for high rpm.
It would be like exhaust power valves on a 2 stroke , the reason it was never implemented is again as two strokes , it is dead technology in today's world of emissions control and not much r&d is put into rotaries by OE .
@@dilsher12 Rotary isn't a two stroke, and Mazda just came out with a new one...plenty of people invest lots of time and money to improve rotaries, mostly for racing cuz that is where the money is. A variable valve rotary with wider and higher power band would make a faster racecar.
@@murraymadness4674 Ah yes of course Mazda came out with a new one and super high revving high HP one at that ,makes 13b REW and 20B looks like child's play doesn't it. And since according to you rotary is the future being so efficient and clean burning might as well come up with a rotary valve iteration and sell to the OEs and race teams and become a millionaire while at it.
R U aware of anyone re-plating Mazda housings with Nikasil? It's much better than Chrome, as they applied in OMC engines, electrolytic deposition; after the desired thickness was reached, they inverted polarity of DC, in order of having some porosity on working surface, allowing oil film to attach. Blessings +
With the first housing using the threaded insert, is it threaded against the backside of the smooth surface that the seal rides on? If yes, is it the "tightness" of the sleeve sealing it? If yes, wouldn't this distort the shape of the inner housing surface, causing premature wear to the seals? If not, what is sealing the port? Just curious, thanks!
Threaded, O ringed, and metal to metal with and epoxy back fill is the norm. We can also offer metal inserts. Getting the seal to stay for a long period is hard. We go to great lengths and offer a verity of ways depending on the project. In regard to warpage. no, it's never been an issue in the industry...
Nope. No need to worry about cavitation. Its been being used in the industry for 30 plus years. I believe the factory mazda teams started it... the goal is to slow down the water and add surface area. If it didn't work then when tested the modded housing shouldn't always look better and last longer in extreme conditions. This is a technique used by builders around the world. Not just me. I learned this technique from a Mazdaspeed factory engine builder. Also note: late model housings, like FD housings have deep pockets from the factory in these areas with sharp walls. The factory added surface area and pockets to slow and capture water. At high rpm the water needs time and surface area to cool around the plugs. Also the water system is under pressure so its highly unlikely. Usually cavitation issues arise at the water pump above 9000 rpm. Then options become un under driven pully setup or electric water pump. Any questions let us know, and thank for watching
Why? That’s like having a 2 cylinder engine with two different bores. You need the same power/torque from both rotors to keep it not only in balance but to stop breaking eccentric shafts. Both need to rotate and provide power equally to run smooth and reduce stresses.
That first housing was an absolute work of art!
P.s please do the water jacket mod tech talk!
Would love to see a small Semi PP on the Hybrid renesis from a few weeks back- it's actually something I'm actively researching at the moment for an open formula series up here in Canada!
Going 2-3 Stage ITBs' should help deal with how it idles and can be done "on the cheap" using motorbike IT'bs, and since you're linking each port pairs together, the setup isn't *too* convoluted
I think it will be to much intake air. Probably no bottom end or mid range. I would just do the hybrid without the semi p. It should work better based on air volume. But if you want to do it. Please let me know how it works.
@@KyleMohanRacing If you had a hybrid engine but put the PP on its own individual throttle and only actuate it at high rpm- I know this would be pain to set up. is it possible to keep the drivability with top end flow?
@@teck9519 it might be a good way to go. Intake manifold will be key
Semi pp lol
On the old school housing i noticed coolant passage modifications , namely crossover relief. Please follow up on that in future vids.
Thanks again !
There is a famous engine builder in Atlanta that does his peri ports by fusing aluminum to the housing and then cnc the port and outside shape.. Looks like MFR housings and cero leaks..
I'd say the best Mazda Wankel porting combination would be a Peripheral Intake Port with the Side Exhaust Ports in Renesis RX-8 engine, no peripheral exhaust port, this will keep the absence of port overlap in Renesis engine, with the better BMEP the peripheral port offers; from old research, we know a rectangular intake port is better than a round intake port, and that for street car applications, a smaller area port is better than a larger one, but this is to be checked experimentally.
NOT, side exhaust ports is where the renesis engine design failed. no flow and build up too much carbon. NOTHING will flow better than a PPort whether it be intake or exhaust
Thanks, but Side exhaust ports, with a rectangular peripheral Intake port, will totally eliminate Port overlap, this is the main advantage in Renesis 13B.
Port overlap sends fresh Mix to exhaust, Bad for BMEP, fuel Economy, emissions.
Carbon buildup may have a connection to the Oil used.
If I get the money, I'd test the concept of Peripheral Intake Ports and Side Exhaust ports in a Single Rotor engine.
A Low exhaust backpressure is important for RCE efficiency, but not in same grade with Peripheral or Side Intake Ports, Peripheral Intake Ports are more sensitive to exhaust manifold backpressure.
I lack info about the Renesis Side Exhaust Ports sizes, flow, backpressure, usw
Side exhaust ports can be enlarged, exhaust gas track streamlined,...
Blessings +
@@joseveintegenario-nisu1928 side exhaust ports will never ever ever flow as much as two peripheral exhaust ports. Do you understand that? You will never see drag racing rotary guys using renesis exhaust side ports alone.
@@ultimatejay I have no interest in racing RCEs, no interest in Aircraft Wankel, my only interest is in Rotary Engines for Street Cars. OK?
@@joseveintegenario-nisu1928 In Wankel Port Tuning, I'd say a must is having beveled the intersection between duct and working surface, this increases Volumetric Efficiency, reduces the stress on seals from the clash with straight angle intersection
I would love a peripheral port but the only way I would know how to do everything would be racing beats Weber manifold. Even then you have to figure out how to brace everything. They don’t even make anything to even attempt a 12a pp and I want that so I can use carbon apex seals.
Whats the benefit of the Peripheral Port being higher, Earlier opening means more overlap?
Higher is later, not earlier in the in take side. less over lap for turbo applications.
Hello Kyle! On the renesis engine, can the exhaust ports be machined in instead of using the fd housings?
I've always been confused on why they even use side ports. I can see having some big monster hole in a PP would work badly at low rpm, but why not smaller holes?
Overlap is the big issue. Small or big PP you get overlap. Side port has better response for regular RPM as it has less. Other things play a part but that's a basic reason
@@KyleMohanRacing ok, so why not add a valve on the PP so you can control the port timing and vary it like a vtech. Use an electric controlled 'freevalve', or even a rotary valve might be better for high rpm.
It would be like exhaust power valves on a 2 stroke , the reason it was never implemented is again as two strokes , it is dead technology in today's world of emissions control and not much r&d is put into rotaries by OE .
@@dilsher12 Rotary isn't a two stroke, and Mazda just came out with a new one...plenty of people invest lots of time and money to improve rotaries, mostly for racing cuz that is where the money is. A variable valve rotary with wider and higher power band would make a faster racecar.
@@murraymadness4674 Ah yes of course Mazda came out with a new one and super high revving high HP one at that ,makes 13b REW and 20B looks like child's play doesn't it. And since according to you rotary is the future being so efficient and clean burning might as well come up with a rotary valve iteration and sell to the OEs and race teams and become a millionaire while at it.
R U aware of anyone re-plating Mazda housings with Nikasil? It's much better than Chrome, as they applied in OMC engines, electrolytic deposition; after the desired thickness was reached, they inverted polarity of DC, in order of having some porosity on working surface, allowing oil film to attach. Blessings +
With the first housing using the threaded insert, is it threaded against the backside of the smooth surface that the seal rides on? If yes, is it the "tightness" of the sleeve sealing it? If yes, wouldn't this distort the shape of the inner housing surface, causing premature wear to the seals? If not, what is sealing the port? Just curious, thanks!
Threaded, O ringed, and metal to metal with and epoxy back fill is the norm. We can also offer metal inserts. Getting the seal to stay for a long period is hard. We go to great lengths and offer a verity of ways depending on the project. In regard to warpage. no, it's never been an issue in the industry...
@@KyleMohanRacing great info, and thanks for the reply sir 🤠👍
Racing beat did this intake position years ago. And called it the 13G.
The press in sleeve should actually be mechanically stronger than those threads.
i wonder how the pp port would work if you copied the size and shape of the exhaust port to the intake
Great vid
The late intake closing is good for turbo aplications?
generally better to have less overlap.
@@KyleMohanRacing some overlap helps turbo surge control and spool
@@juanmangerita he didn't say that none is good. He's saying that low overlap is generally better than high overlap
What’s size is the semi port and the pp port
Do you have a link for the threaded P ported housing ?
Mazda trix!
Honestly, I think water jacket dimpling seems like it would cause cavitation.
Nope. No need to worry about cavitation. Its been being used in the industry for 30 plus years. I believe the factory mazda teams started it... the goal is to slow down the water and add surface area.
If it didn't work then when tested the modded housing shouldn't always look better and last longer in extreme conditions. This is a technique used by builders around the world. Not just me.
I learned this technique from a Mazdaspeed factory engine builder.
Also note: late model housings, like FD housings have deep pockets from the factory in these areas with sharp walls. The factory added surface area and pockets to slow and capture water.
At high rpm the water needs time and surface area to cool around the plugs.
Also the water system is under pressure so its highly unlikely.
Usually cavitation issues arise at the water pump above 9000 rpm. Then options become un under driven pully setup or electric water pump.
Any questions let us know, and thank for watching
The consuming fire of the Holy Spirt....... rotary motor
Can a rotary engine have two housings with different pp shapes?
Why?
That’s like having a 2 cylinder engine with two different bores.
You need the same power/torque from both rotors to keep it not only in balance but to stop breaking eccentric shafts.
Both need to rotate and provide power equally to run smooth and reduce stresses.
Is this the same as bridge porting?
No. It is different