Many of you already know the car, but here is a quick overview for those who don't.

20b series C engine, 9.7:1 rotors balanced by CLR, Semi p-port, ceramic apex seals, mazdacomp drysump, Custom inconel header, custom slide throttle intake with mechanically staged peripherals. 3 x id 550cc 3 x id 1000cc 3 x 270cc injectors. Electromotive TEC3R ecu. 5.5 tilton triple disk clutch, taylor flywheel, T5 g-force dogox transmission.

Lots of work to get here, and shooting for more over winter! Thanks for everyone supporting us at Defined Autoworks! Check out www. definedautoworks.com for new updates and products.









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Dyno Chart

 

CONGRATS!!!! Working steadly at it.

 

this thing is a monster, Congrats bro!

 

Yea, when people keep asking me why my car isn't done yet...I keep saying R&D isn't done yet.

Now the wait is becoming very justified.

Great work Logan and Peter!!

 

Thanks guys! And we cant wait to strap this intake (with some cleanup and revisions first of course) onto your engine. Totally worth the wait.

 

Nice work as always Logan. Itll be nice to see a few of these on the road pretty soon. Ill gladly sport a decal with your shop name on it across the back window As Ive said before, this engine setup is always something Ive wanted to do ever since watching the GT300 cars. You have made that a possibility.

 

doesnt someone make billet rotors that are like 11:1 compression? between those and a full P port should be able to squeeze out some more hp?

 

great job

 

Full p-port and sideport would be overkill. I like the semi p-port for its ultra wide powerband of torque. Billet rotors however..... I want some. Well actually I want the titanium rotors more! We will see how winter goes

 

congrats! that thing sounds sick

 

Hmmm sounds to me that's already in the works. LOL!

 

what kind of power levels would you see with the bump in compression?

 

Fudge, that must sound wicked!

 

hmm, what happened to the last five days of posts? lol

 

They are in a different thread lol

 

Between 0 and -10hp most likely. Rotaries are a special little engine, raise the compression and reduce the chamber of air on the intake. Also reduces the leverage of the flame front on combustion. 9.7:1 seems to be the best of all worlds, so going to stick with that

 

thats interesting. figure you could maybe go 10.5 and see a good bump in power

 

GToRX7 could you run through the differences in the feel of the 3 different throttling systems, ITB's, sgl TB, and slide throttle? Would like to understand how each setup felt, revved, transient throttle reaction (heard this is a problem on slide).

 

All evidence says that higher compression helps the low-end and midrange but at high RPM, it hurts power. All of the air in the chamber has to go through the dish as the rotor swings past "TDC" so a smaller dish will hurt in-chamber airflow. Probably some significant pumping losses, too.

One of the highest power N/A engines I've heard of used turbo rotors! Like the man said, rotaries are weird in some ways. They remind me of flathead (side-valve) engines like that... higher compression can = less power.

 

Very very impressive. I have to say I wasn't sure it was possible.

MAJOR props to Logan and the rest of the crew over at Defined

Are we going to see this beast back at DGRR in 2012?

 

Good question, I will just describe each.

Stock- The stock intake is a very nice compromise, very drivable and capable of making good power. Response is fast enough and idle easy to achieve. Best at low speed modulation, and feels friendly at all times. This is what I consider the baseline.

ITB's- Full ITB butterfly style intake, has WAY faster throttle response. To most people it is overly sensitive to drive slowly. Once accelerating with any load however its very easy to modulate. ITB's make your brain and engine tie directly together. You feel like a superstar heel toe downshifting too

90mm- Throttle response is a little bit faster than stock, but slower than ITB. Most difficult to setup a consisant idle with the big butterfly clearances changing with temp. Idle is rougher too, because all the ports are getting cross waves in the plenum. Low speed and part throttle are the most difficult to modulate of any intake. At high rpm it is much better than a stock intake, and takes less practice to control at high rpm vs ITB too.

Slide throttle- Has the same lighting fast throttle response as ITB's, and idles smoother than all the others. At low speed and small throttle openings it drives much like the 90mm. Over 30% opening it becomes the easiest to control vs. the rest. I havent driven much on this intake yet. Curious what it is like on the racetrack. Will find out soon though!




Thanks Rich Yeah we are shooting on being back at DGRR 2012. Doing some winter modifications but it should be all together before april.

 

Interesting comments on the slide throttle. Let us know when you get some time on it what you think the major drawbacks are. Always heard they are un-driveable on the street.

 

Great work Logan, i gotta stop by the new shop and see this beast! keep up the great work

 

Is there a pic/specs of your Inconel header? I would love to see it!



~Shar

 

Congrats Logan and all at Defined. This was an amazing car at DGRR last year. Hoping to make it down this year to see it again. Don't forget to ignore your GPS this year....don't want another incident like last year.

Awesome....