'87 Turbo II
Member
- :
- 1987 Mazda Rx-7 Turbo II
amen to that. I love how the rotary makes me unique. LS1s and LS2s are for Vettes, not RxsTheMAN said:
V8 swapped rx7's???
- Thread starter army_mechanic
- Start date
Because the car looks great, and with the LS1 your still very close to the 50/50 weight ratio. That and you don't have to spend as much money in the motor to reach big HP numbers. And on top of that you get the N/A reliability!TheMAN said:
Plus I personal favorite, the sound of an American V8!
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I <3 the rotary engine myself.. but took those pics at a local car gathering. click for full-size
</td></tr><tr><td style="font-family: arial,sans-serif; font-size: 66%; text-align: right;">From Log Cabin 200...</td></tr></tbody></table><table style="width: auto;"><tbody><tr><td>
</td></tr><tr><td style="font-family: arial,sans-serif; font-size: 66%; text-align: right;">From Log Cabin 200...</td></tr></tbody></table>I <3 the rotary engine myself.. but took those pics at a local car gathering. click for full-size
I can tell you why you had heating problems.Miques said:One more thing, I didn't have power steering and my shocks were shot so I can't comment on the way it handled. But I did drift it before I sold it.
edit: found a picture I uploaded along time a go.
Removed the flash to pass lens to help with cooling.
No fan shroud! You should have put a electric fan on it and some Redline Water Wetter. That would have fixed just about any overheating issues you had.
Unless you did that.
Roywhitep5
Member
- :
- 2007 350z
thats luke lonbergers car
MazdaB2200-7
Member
- :
- Mazda MP3
Don't know why anybody would want to put a V8 into an RX-7? Not when you can put on a single T60 turbo at 38 PSI with 750cc or bigger injectors run a stand alone ecu like mircotech, dowelled and perifirial ported and put out 900 whp. and run low 10's
Poor rationale for rotary over V8. Your talking a purpose built drag car whose engine life will be counted in minutes rather than miles.MazdaB2200-7 said:
If you want to compare apples to apples, you'll have more money, parts and tuning for a 400 whp rotary and still be dancing on the head of pin in terms of longevity over a properly supported LS1-LS6.
IMHO, from an engineering standpoint, the 13bREW is an outstanding powerplant. But it was pushed pretty hard already by MAZDA, especially given technology of the day. In the process it lost some of the longevity enjoyed by the previous versions. Most piston engines, LS1 etc. operate within a envelope much farther from the hairy edge limit, while producing more power and only marginally more weight.
'87 Turbo II
Member
- :
- 1987 Mazda Rx-7 Turbo II
www.rotaryengineillustrated.commelicha8 said:
It's when you remove the side(side of combustion chamber) intakes (and side exhaust for Rx-8) from the Intermediate plates and relocate them to the part of the chamber behind the apex seal going into the first cycle located on the rotary housing. These ports are normally larger and are timed better due to the apex seal coverage rather than by side seals. This causes faster reving and more power, as well as more air. The downside is that it cuts into the water jacket, makes idle a little jumpy, low end torque goes down a bit, and the engine will overheat a little faster (reguardless of cooling system due to lacking in water jacket to carry the coolant). A P-port is an N/As secret weapon, it DOES improve turbo performance but will REALLY lower engine life.
Low Impedance
Member
- :
- 84 Mazda Rx7 GSLSE (TII swap)
ah yes this topic. again.
1. if it has a piston and internal combustion, its probably been in a rx7.
2. I have no problems with piston engines in rx7s for the most part. But i frown at people taking a car meant for curve action and emplace a iron blocked supercharged something and go dragging. What a waste of a good designed car. That and the piston swapped owners who do nothing but rag on the rotary engine.
3. in terms of a V8, an iron block is not really that ideal. If you are going to do it RIGHT, use the LS1. You basically maintain the factory weight front/rear and left/right. Granted it does throw of the top/bottom but a decent suspension will make this unnoticable.
4. I personally am more comfortable with the rotary engine. I can rip my engine out damn near blindfolded. I find them easy to take apart and easy to put together. They can take some serious abuse as well. I have had many more engine related issues with piston engine cars.
5. the life span debate also is grossly misinformed. Look at it this way. If you where to take a factory engine of a smaller (<3L displacement) and try to make 450 hp out of it without changing ANY internal components. (is factory shortblock) how long do you think that will last? Most factory engines wouldnt stand up to this for long. This is where the rotary engine sits. When you are making power from it you can only change the intake/exhaust timing and try and keep the motor from blowing itself apart with dowling. But most people use the factory rotors and housings, which are already used mind you. Then use a apex seal usually of a standard steel or alloy composite.
This is basically the same as using used pistons with cyclinder walls that arent honed whatsoever when you put them back in. Then having factory piston rings again.
But there are good solutions to this problem which few utilize because they spend their money on other useless crap. But the biggest is the ceramic apex seals. Usually around a base price of 900-1000 dollars for the set. They can take the shock of detontation and if you do manage to take one out they only crack. Unlike the carbon steel which is grenade like in its destruction. Hell you can even reuse the cracked seals! You lose some torque but they still work!
Then there is lapping the irons and housings and following up with one of the several options for coating the surfaces.
Basically if you build it well, it will work well. Just no one applies this logic to it.
Also for your viewing pleasure. A 20b in a ski race boat using the ceramics. IIRC, something around 900 hp at somewhere above 8000 rpms (constant rpms). For those who arent aware, a boat engine takes MUCH more abuse than a passenger vechile one.
http://youtube.com/watch?v=bpxK2ub-qCs&mode=related&search=
1. if it has a piston and internal combustion, its probably been in a rx7.
2. I have no problems with piston engines in rx7s for the most part. But i frown at people taking a car meant for curve action and emplace a iron blocked supercharged something and go dragging. What a waste of a good designed car. That and the piston swapped owners who do nothing but rag on the rotary engine.
3. in terms of a V8, an iron block is not really that ideal. If you are going to do it RIGHT, use the LS1. You basically maintain the factory weight front/rear and left/right. Granted it does throw of the top/bottom but a decent suspension will make this unnoticable.
4. I personally am more comfortable with the rotary engine. I can rip my engine out damn near blindfolded. I find them easy to take apart and easy to put together. They can take some serious abuse as well. I have had many more engine related issues with piston engine cars.
5. the life span debate also is grossly misinformed. Look at it this way. If you where to take a factory engine of a smaller (<3L displacement) and try to make 450 hp out of it without changing ANY internal components. (is factory shortblock) how long do you think that will last? Most factory engines wouldnt stand up to this for long. This is where the rotary engine sits. When you are making power from it you can only change the intake/exhaust timing and try and keep the motor from blowing itself apart with dowling. But most people use the factory rotors and housings, which are already used mind you. Then use a apex seal usually of a standard steel or alloy composite.
This is basically the same as using used pistons with cyclinder walls that arent honed whatsoever when you put them back in. Then having factory piston rings again.
But there are good solutions to this problem which few utilize because they spend their money on other useless crap. But the biggest is the ceramic apex seals. Usually around a base price of 900-1000 dollars for the set. They can take the shock of detontation and if you do manage to take one out they only crack. Unlike the carbon steel which is grenade like in its destruction. Hell you can even reuse the cracked seals! You lose some torque but they still work!
Then there is lapping the irons and housings and following up with one of the several options for coating the surfaces.
Basically if you build it well, it will work well. Just no one applies this logic to it.
Also for your viewing pleasure. A 20b in a ski race boat using the ceramics. IIRC, something around 900 hp at somewhere above 8000 rpms (constant rpms). For those who arent aware, a boat engine takes MUCH more abuse than a passenger vechile one.
http://youtube.com/watch?v=bpxK2ub-qCs&mode=related&search=
Last edited:
Agreed, most small displacement engines won't stand up to making 400+ hp very long, including the rotary.
But then displacement isn't the question. It's weight. How many liters per hp makes no difference, it's how many pounds per hp, and in the case of an engine swap, it's a matter of dimensional size.
I love the rotary as much as anyone. My history with them goes back to 1981...and even a bit earlier really. I love how it makes power, it's uniqueness and simplicity. But trying to argue that a 13bREW can make the same power and have the same longevity for the same money as an LS1-7 is foolish. You can have two of those, but not all three...no matter what hard seals you use.
msp03rbuld
Member
- :
- mazda, mazdaspeed protege
bro, **** a v8 swap in an RX7, there are more rx7s with a v8 in them than rotaries, think outside the box and stop being a tool, throw a ******* 2jz/1jz in that b****, or do an SR20 swap, something new and unique! my boy has an FD and hes dropping a 2j in it. **** v8s they suck anyways!!! hahaha
msp03rbuld
Member
- :
- mazda, mazdaspeed protege
and on another note......rotaries CAN hold up to 400 hp with no problem, just proper tuning, cooling mods and some one who knows what the **** they are doing can squeeze out 700 whp on a 13b, get your facts straight dude.......and screw the v8! hahahaha
MikeyBajer
Member
- :
- 87 RX-7 NA Base
wonder how hard it would be to swap a 4G63 out of the evo into it
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