Rotary Zook Whats the latest?

Post by **offroader-rama** » Wed Sep 19, 2007 9:16 pm

just a thought,
if a 13b was 1.3ltrs and a turbo as mention by someone means nothing as to cc then you could put a 13b turbo in a suzuki carry van with out a mod plate as carry had a 1.3ltr engine and you can swap engines to same size and or your allowed 10% bigger without mod plate thats 300- 500hp+ in around 700kgs of car with no engineering.

yeah right if it was that easy every tom dick and harry would have done it

and for any one getting an idea a carry van is allowed a WITH A MOD PLATE 12a non turbo i know because i was going to do it earlier this year but decided to go mid mount sr20det in a nissan serena instead.

Post by **BlueSuzy** » Wed Sep 19, 2007 9:30 pm

ok rotors in a suzy would be awesome + mental! but how would they go if you, say drive through a river? i've heard the seals wont like the water so they deteriorate?

Post by **offroader-rama** » Thu Sep 20, 2007 8:56 am

are you talking about the apex seals if so then remember rings, head gaskets and conrods dont like water either thats why we put snorkels on

Post by **BlueSuzy** » Thu Sep 20, 2007 4:11 pm

yeah the seals that hold the engine together?

Post by **offroader-rama** » Thu Sep 20, 2007 4:15 pm

how are they different from any other engine ?

Post by **MightyMouse** » Thu Sep 20, 2007 4:56 pm

The engine is "held together" by a pile of through bolts... and compared with the plain old gaskets used in a "normal" motor, those used inside rotaries are quality "O" rings, square section sealing rings - and viton composite from memory ( but its been awhile.. ).

I truly can't see an issue.

Post by **BlueSuzy** » Thu Sep 20, 2007 5:25 pm

ok this is looking seriously tempting.... my mate has a series 2 motor and gearbox carbified...

Post by **MightyMouse** » Thu Sep 20, 2007 5:45 pm

"carbified" now there's one you don't hear every day -perhaps another one for the Outers Dictionary..

"To Carbify" Verb - to remove perfectly good fuel injection and replace with barely controlled fuel spilling device. See also - numerous links "Carby Problems", "more Carby problems" "Another Carby Problem".....

Related articles : "stalls on Hills", "Floods", "Anyone fitted a Webber"..

Sorry - I just don't like carbies ( in case you havn't guessed )

Post by **Gwagensteve** » Thu Sep 20, 2007 5:59 pm

I was going to bite at that one too

"Carbify": see ruin

Steve.

Post by **Dozoor** » Thu Sep 20, 2007 6:26 pm

offroader-rama wrote:just a thought,
if a 13b was 1.3ltrs and a turbo as mention by someone means nothing as to cc then you could put a 13b turbo in a suzuki carry van with out a mod plate as carry had a 1.3ltr engine and you can swap engines to same size and or your allowed 10% bigger without mod plate thats 300- 500hp+ in around 700kgs of car with no engineering.

yeah right if it was that easy every tom dick and harry would have done it

and for any one getting an idea a carry van is allowed a WITH A MOD PLATE 12a non turbo i know because i was going to do it earlier this year but decided to go mid mount sr20det in a nissan serena instead.

Think you will find there under a different measurment , and once the capacity is found they then multiply it by 2.5 i think , somthing like that
so its way over the 10 / rule .

Post by **offroader-rama** » Thu Sep 20, 2007 7:31 pm

thats my point its way over 10% so it needs to be engineered to be mod plated.

Post by **BlueSuzy** » Thu Sep 20, 2007 9:51 pm

ah ok sorry, i didnt mean it was injected then carbied, sorry. its just a carbie 13b 5 speed...acctually not outa a series 2 rx7...

Post by **bigzuk** » Thu Sep 20, 2007 9:59 pm

last carby 13b's were made in the rx5...that means its a pretty old engine.30 odd years of wear on plates and housings.

id never buy a secondhand rotor engine.seen way to many explode over the years. all of mine were new out of the box builds. big money but ya get what ya pay for in rotors.

Post by **BlueSuzy** » Thu Sep 20, 2007 10:19 pm

thats weird then... my mates rx7 was 12a auto, then he converted it, it may of been injected. got me confused now lol

Post by **mugginsmoo** » Fri Sep 21, 2007 10:08 pm

BIG difference from 13B to 12A, any carby rotary is OLD. they have had injection for a long time now.

Post by **BlueSuzy** » Sat Sep 22, 2007 10:37 pm

meh... im old im still goin thousands of kms later

Post by **Gwagensteve** » Sat Sep 22, 2007 10:45 pm

Yes, but rotaries don't age like people, more like dogs - one rotary engine year = 7 piston engine years.

Steve.

Post by **BlueSuzy** » Sat Sep 22, 2007 11:14 pm

lol, i know + expensive rebuilds.

Post by **Rotazuk** » Sun Sep 23, 2007 5:49 am

What I think Bluesuzy was trying to say is the thermal shock to the outside when dunked in a bit of water will shrink the outer housing and as the rotors spin around trim the apex seals , thus when it all comes back to normal low compression .

Is this likely , or a problem ? They say to let them warm up and down etc so a sudden cooling off can't be good for them . Gossip seems to be 50/50 on this . Anyone run one that can say for sure ?

Chris

Post by **BlueSuzy** » Sun Sep 23, 2007 9:58 am

ah yes thats how my mate explained it! thanks rotazuk! do u go under water?

Post by **MightyMouse** » Sun Sep 23, 2007 10:33 am

Lets look at this from a piston engine point of view......

"the thermal shock to the outside when dunked in a bit of water will shrink the block and as the pistons move up and down the rings will wear the bores"

Changes in bore diameter with changes in temperature are a fact for both types of engine - otherwise they wouldn't have a thermostat.

I don't think you will find any research that quantifies this for immersion and more importantly puts it in perspective of overall engine life.

You could argue that as a rotary has greater apex seal movement as a part of its normal operation it could be less affected by temperature changes - but who really knows.

Have you considered that the most significant thermal shock occurs when both types of engine are cold started and whilst its a potential point of wear its not the downfall of either.

So I believe that any engine capable of withstanding the significant thermal stress of cold starting over the engines life will survive a dunking.

Post by **MightyMouse** » Sun Sep 23, 2007 10:40 am

Have a look here...

http://www.zuki-r.com/

Credit to Toecutta.

Post by **germo** » Sun Sep 23, 2007 11:37 am

theres a few people putting various figures on rotary displacement as far as a replacement motor calculation.

this may help its nsw rta on light vehicle standards.

http://www.rta.nsw.gov.au/registration/ ... v_2007.pdf

it says capacity for rotary engines is the total of all rotors x 2

anywho read page 3 it has some interesting reading on tare weight and max engine capacity, turbo and non turbo

but it does have a note under the table that these limits do not apply to 4wd, light truck and busses up to 4.5gvm

but I have never found any rules for them. maybe its on a per vehicle basis.

going by the calcs for turbo (tare kg) x 2.5 = capacity (cc)

a 13b would be all rotors 1.3L x 2 = 2.6L

if it were a 980kg sierra x 2.5 = 2450ml

so a 980kg sierra can have 2.45 turbo and a 13b rotor is equivalant to 2.6L engine

only just misses. but the bit that gets me is the note about 4wd and busses and truck.

just to add a bit more confusion
enjoy ashley

Post by **offroader-rama** » Sun Sep 23, 2007 11:57 am

as i said thanks germo

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