4 rotor FC ?
#27
I think it was Sport Sedans?? Well, this is what he told us anyway. Some one else said something about it too, but must take with grain of salt as it was wet too so does seem a little hard to believe, yet who knows.
Haven't a clue about the time sorry.
It was a red S1 with gold rims (not many of then eh ) and a 3 rotor in it.
Haven't a clue about the time sorry.
It was a red S1 with gold rims (not many of then eh ) and a 3 rotor in it.
#28
I wish I was driving!
Joined: Dec 2001
Posts: 5,241
Likes: 84
From: BC, Canada
Originally posted by RETed
Sure, but it's overkill with three Haltechs.
First, you have to figure out how you want the engine to fire - six unique "offset angles" of the 6 rotors?  This means rotor offset of 60° with a rotor face firing every 20°!  You can go with a pair of rotors firing every 120°, so it'll sound like a normal 20B but with way more power due to the "reinforcing" of the pairs with each other.  You probably can figure out more combinations, but these would probably be your leading candidates...
Once you got that figured out, you need to get everything balanced.  Not especially hard if you know what you're doing, but the balance rig itself is going to be huge!
Now, for the custom eccentric shaft - this is not a problem once you understand how a "modular" eccentric shaft is built and assembled with "lobes" and keys to keep everything in place!
Sounds interesting!
I wouldn't even want to touch what transmission and drivetrain is going to handle this kinda potential power!
-Ted
Sure, but it's overkill with three Haltechs.
First, you have to figure out how you want the engine to fire - six unique "offset angles" of the 6 rotors?  This means rotor offset of 60° with a rotor face firing every 20°!  You can go with a pair of rotors firing every 120°, so it'll sound like a normal 20B but with way more power due to the "reinforcing" of the pairs with each other.  You probably can figure out more combinations, but these would probably be your leading candidates...
Once you got that figured out, you need to get everything balanced.  Not especially hard if you know what you're doing, but the balance rig itself is going to be huge!
Now, for the custom eccentric shaft - this is not a problem once you understand how a "modular" eccentric shaft is built and assembled with "lobes" and keys to keep everything in place!
Sounds interesting!
I wouldn't even want to touch what transmission and drivetrain is going to handle this kinda potential power!
-Ted
The trick would be figuring out whether I wanted the each adjadcent set of rotors to be offset 180 degrees from one another, or offset by 20 degrees leading all the way back.
I wonder how hurley's did theirs?
I think the "reinforced" 20B would be the easiest, but I like the First option better.
I would built the eccentric shaft pieces out of billet steel, and lightened, of course.
Balancing wouldn't be too much of an issue.
The engine would be mounted up to a Transaxle, Porsche or ferrari if I could find one to handle the torque (unlikely). Clutch would be a problem. Otherwise, maybe an indy gearbox? This seems most likely.
Engine would run on a twin turbo system, and easily make around 1200 hp on pump gas.
Fuel mileage would be about 6 mpg (BUT WHO ******* CARES?).
Drivetrain would be put into a custom chassis'd car, mounted completely behind the driver, using the same wheel dimensions as an FD and perhaps the same suspension setup.
Car would have a full roll cage built into the frame, and then surrounded by the interior, and a carbon-fibre/kevlar body.
Vehicle weight of around 2000 lbs.
I got my ideas from the Saleen S7.
Input?
I would expect $300K for such a project.
Sean Cathcart
#32
Originally posted by scathcart
Yeah, That's how I thought I would get it to fire, with six offsets.
The trick would be figuring out whether I wanted the each adjadcent set of rotors to be offset 180 degrees from one another, or offset by 20 degrees leading all the way back.
I wonder how hurley's did theirs?
I think the "reinforced" 20B would be the easiest, but I like the First option better.
Yeah, That's how I thought I would get it to fire, with six offsets.
The trick would be figuring out whether I wanted the each adjadcent set of rotors to be offset 180 degrees from one another, or offset by 20 degrees leading all the way back.
I wonder how hurley's did theirs?
I think the "reinforced" 20B would be the easiest, but I like the First option better.
#33
I had some more emails with Tatsushi at Yashio Engineering (custom 4 rotors).
For what it is worth, they are fuel injected and the ECU is "the original made for exclusive use of the 4 rotor", which can be programmed for 2 rotor, 3 rotor or 4 rotor use (via PC).
He also told me that it can be turbocharged and the ECU can control this too.
FWIW, just figured I would add the info. Yashiro sells these for about $44K.
I told him because of the price and extensive modification that a turbocharged 3 rotor is more effective (before he mentioned that their 4 rotor could be turbo'd to produce more power).
This is an excerpt from the email:
"Then, it can cope with turbo, too.
Does Matt do his best with 20B?
Do your best.
tatsushi."
http://homepage1.nifty.com/yashiro-eng/
For what it is worth, they are fuel injected and the ECU is "the original made for exclusive use of the 4 rotor", which can be programmed for 2 rotor, 3 rotor or 4 rotor use (via PC).
He also told me that it can be turbocharged and the ECU can control this too.
FWIW, just figured I would add the info. Yashiro sells these for about $44K.
I told him because of the price and extensive modification that a turbocharged 3 rotor is more effective (before he mentioned that their 4 rotor could be turbo'd to produce more power).
This is an excerpt from the email:
"Then, it can cope with turbo, too.
Does Matt do his best with 20B?
Do your best.
tatsushi."
http://homepage1.nifty.com/yashiro-eng/
#36
#38
haha... dreams are good... to ppl who were carving this thread, and the ppl who posted in it, chill out! ...It's just a bunch of dreams and schemes and etc. Nothing wrong with that, nothing at all...
(I'm a dreamer, look where it got me... (it got me my first RX-7... ))
(I'm a dreamer, look where it got me... (it got me my first RX-7... ))
#39
I got a couple of my friends really iterested in rotarys and one who doesn't know much of anything besides skateboarding (he is insane by the way) wants to get a touring bus and put a 24 rotor in it! I go WTF!! are you crazy how would you cool it and he said a really big fan!
just some stupid rambuling from me and my friends thought it would be somewhat funny.
just some stupid rambuling from me and my friends thought it would be somewhat funny.
#40
Three spinning triangles
Joined: Apr 2001
Posts: 554
Likes: 0
From: Been all around this world and still call Texas home (Ft Worth)
Originally posted by RETed
I wouldn't even want to touch what transmission and drivetrain is going to handle this kinda potential power!
-Ted
I wouldn't even want to touch what transmission and drivetrain is going to handle this kinda potential power!
-Ted
#41
you are all worring about transmission! This seems to be one of the problems when building this kinds of engines..! Have someone ever thougt of not looking for parts from other cars... Why not look at the aircraft industry...! They have been handling massive power for a long time.. why not use the same technics that are use in aircraft transmissions. Im thinking of the different kind of metal alloys. All the diferent titanium alloys. Magnesium, etc etc...!
sorry for the bad english, im just a 1981 model air Norwegian mechanic ...!
sorry for the bad english, im just a 1981 model air Norwegian mechanic ...!
#44
Transmission? Well, if you don't mind the thing sounding like a rock crushing machine, a Hewland transaxle (from the CanAm days) would handle the power no trouble. Then again, you'd probably not be able to hear the trans over the noise from the engine. 6 rotor? Yes please...
I helped restore a CanAm car powered by an 850 horsepower 500ci Chevrolet, and the gearbox of choice was a fairly ancient Hewland 5-speed.
I helped restore a CanAm car powered by an 850 horsepower 500ci Chevrolet, and the gearbox of choice was a fairly ancient Hewland 5-speed.
#45
Originally posted by crazydriving.net
you are all worring about transmission! This seems to be one of the problems when building this kinds of engines..! Have someone ever thougt of not looking for parts from other cars... Why not look at the aircraft industry...! They have been handling massive power for a long time.. why not use the same technics that are use in aircraft transmissions. Im thinking of the different kind of metal alloys. All the diferent titanium alloys. Magnesium, etc etc...!
sorry for the bad english, im just a 1981 model air Norwegian mechanic ...!
you are all worring about transmission! This seems to be one of the problems when building this kinds of engines..! Have someone ever thougt of not looking for parts from other cars... Why not look at the aircraft industry...! They have been handling massive power for a long time.. why not use the same technics that are use in aircraft transmissions. Im thinking of the different kind of metal alloys. All the diferent titanium alloys. Magnesium, etc etc...!
sorry for the bad english, im just a 1981 model air Norwegian mechanic ...!
The Lenco transmissions are similar to aircraft transmissions, and you can stack the cases to create more gear ratios. The problem is that you cannot downshift, so these transmissions are not an option for speedway racing.
http://www.lencoracing.com/
#47
Originally posted by Evil Aviator
Aircraft transmissions are extremely expensive, use direct drive or a sprague clutch, and only have one gear ratio. High-performance aircraft vary their thrust by changing the pitch of the propeller blades, not by changing the transmission ratio or engine rpms. Some of us would like to drive faster than 30 miles per hour.
The Lenco transmissions are similar to aircraft transmissions, and you can stack the cases to create more gear ratios. The problem is that you cannot downshift, so these transmissions are not an option for speedway racing.
http://www.lencoracing.com/
Aircraft transmissions are extremely expensive, use direct drive or a sprague clutch, and only have one gear ratio. High-performance aircraft vary their thrust by changing the pitch of the propeller blades, not by changing the transmission ratio or engine rpms. Some of us would like to drive faster than 30 miles per hour.
The Lenco transmissions are similar to aircraft transmissions, and you can stack the cases to create more gear ratios. The problem is that you cannot downshift, so these transmissions are not an option for speedway racing.
http://www.lencoracing.com/
#48
How can you make 850hp N/A from a 4-rotor that is based on the 13B?
I'm sorry that just doesn't add up... that's like having a 425hp N/A 13B....
1971 Mazda naturally aspirated 2 rotor= 110hp
2003 Mazda naturally aspirated 2 rotor= 250hp
1971 Mercedes naturally aspirated 4 rotor= 400hp
2003 naturally aspirated 4 rotor would then= 909hp w/ same advances.
I think 850hp naturally aspirated is attainable, especially since it doesn't have to meet emissions like the production engines in the above examples.
I'm sorry that just doesn't add up... that's like having a 425hp N/A 13B....
1971 Mazda naturally aspirated 2 rotor= 110hp
2003 Mazda naturally aspirated 2 rotor= 250hp
1971 Mercedes naturally aspirated 4 rotor= 400hp
2003 naturally aspirated 4 rotor would then= 909hp w/ same advances.
I think 850hp naturally aspirated is attainable, especially since it doesn't have to meet emissions like the production engines in the above examples.
#49
Moderator
iTrader: (3)
Joined: Mar 2001
Posts: 31,168
Likes: 2,812
From: https://www2.mazda.com/en/100th/
i think the mercedes engine was a lot larger in displacement than the mazda engines (3.5 or 4 liters?)
and mazda uses the same 654cc chamber. also don't forget that the lemans cars were making 700+ hp na, and they had enough reliability to run lemans twice without opening the motor.
mike
and mazda uses the same 654cc chamber. also don't forget that the lemans cars were making 700+ hp na, and they had enough reliability to run lemans twice without opening the motor.
mike
#50
Originally posted by BLUE TII
I think 850hp naturally aspirated is attainable, especially since it doesn't have to meet emissions like the production engines in the above examples.
I think 850hp naturally aspirated is attainable, especially since it doesn't have to meet emissions like the production engines in the above examples.
850hp is impossible short of spinning to over 10,000RPM+.
-Ted