you should at least do a compression test first man don't jump straight to the rebuild

 

Well with the exception of a stuck seal, what could it be?

- Cranking the motor you can audibly hear 'fast' cranking which leans towards low compression on a face
- Vacuum is lower than normal by a few inHg
- Idle after correcting the FPR vacuum line is 'normal' just really lumpy

 

Great work, did you get it sorted?

 

Unfortunately nothing yet.. I got a compression tester and was ready to go but just recently involved in an accident with the daily. Still dealing with that headache...

Hopefully soon I will have compression numbers and figure out where I'm going to send the motor out to get built.

 

Motor gave up the ghost just warming it up to pull compression numbers. I think that answers that question...

I know I may get some flack here for it, but looks like I'm going for a powerplant change.
http://www.norotors.com/index.php/topic,3123.0.html

I will keep this thread updated, for those that are interested

 

still interested

 

Ok, finally downloaded some pictures, I took WAY less then I should have, but I'll try to make up for that in the future :yay:

Test fitting the Pettit Trak Pro III:



My badge of Otering:


FD Air time:


The cruddy bay of despair:


More garage mess:


Sourced some Z06 covers to match my LS6 block (now just need the 243 heads and Cam):

Casting number (crap pic):

 

Stripped Bay/Rust Removal/Bracket Removal:







Samberg kit arrived, so time for Rust Bullet!:

 

The rotary sold! Is it ironic that while dropping the motor off @ the shipper we saw an FD break down?



Tranny Timez:

 

Fuel System:






Cleaning random stuff:


These are set to be a nice glossy red:


My Rays lugs turned pink (shitty annodizing is shitty), so I fixed that:


After a quick Lye bath:

First stage polish:

 

Finished ripping the rest of the airbag harness out/making my life easier to pull up the carpet for the trany mount/custom firewall grommet:


JTR 1 7/8 headers are massive, had to go with MSD wires as OE will sit on the runners:


Coat 1 of paint:




Ok, I SHOULD be caught up at this point... I know there was alot of inbetween stuff missed, but I'll try to document better from here on out.

 

Do u stil have the greedy smic ? If it's 4 sale pm me

 

PM Sent

 

i was loving where this thread was going then a LSX came into the picture looks clean though.

 

Moving thread to the proper section.....

 

Seems similar to the logic someone would use to "customize" Sprirt R seats...

BTW I was wandering what was taking so long for this thread to get booted lol.

 

Sorry about that, I guess I was slackin......

 

Don't lie Rich, you were secretly following this build lol

 

Thanks for the move, it's in a better place now

Aaaaaand we're back...

LS6 ready to get the proper valley cover:


Old PCV System:




Remove intake mani:



Remove LS1 valley cover and clean:


Cap rear drivers valve cover:


New revision LS6 valley cover with the intergrated PCV system: (Old stye has a white window at the bottom and requires an external PCV still)



Buttoned back up:

 

Prebent hose (Note no PCV):


Tranny mod for 1 7/8th headers (hope I made enough room):


Paint is done: (Texture comes up more in the photos, but isnt as bad in person, smooth sanding Rust Bullet once cured is almost impossible)




Fuel hardlines reinstalled:


Custom line I fabbed up to finish the fuel system (leftovers from the Benz racecar lol):



Diff brace installed:



Aero bits modded to fit:

 

....since you mentioned it....how many LS powered 93 BB R1's are there out there??....alot less than 135 I bet...so rarity?...its safe to say has compounded. rotary powered?...well...you get the logic...thats all that matters..... I for one am a proponent of enjoying return on investment....and can say that after 13 years of rotary ownership, that the LS2 transplant was the single best UPGRADE done to ANY of my cars...I am now driving the car more than ever and loving every second. Not that I was disappointed before....so you understand how profound the changes are in the right direction FOR ME. The cornering manners of the car are positive and predictable now....with an almost endless power curve providing smooth instant torque from 1500rpm to 7000rpm....not that a 3-rotor or 4-rotor couldnt do such a thing....but it is such an easy task doing this swap(3 days with all parts in hand) that one has to question if the LS series engines werent secretly developed by GM to make this car perfect. haha...(joke for those getting blue in the face now)....I am very happy to be enjoying my RX-7 and can honestly recommend this swap to anyone on the fence....the purists may hate you for it....but they will probably hate you when you blow by them at the track too...

.....Long live the RX-7

P.S. - now I find great humor in people asking me what cam I have in my car...

-Jack

 

Ok, I know I have been the suck at updates, but here goes the mega super update:

Firewall grommet installed:


Oil Pressure Sensor/Water temp sensor harness:




Pez's Fan Controller Box mounted:



Anti-surge Kit Install:






Mocking up the Speedhut Gauges:

 

Subframe Mounted:


Mild TB Port w/ Knife Edged TB Blade:



Caliper Paint:









Trimmed the front air splitter to fit with the Samberg Rad:

 

Up we go!








Last Confirmation of a LS6 block before it sits:



Leveling it out to get the last mount in:



Wallah!

 

Misc:





Underside of Samberg Kit:

Large Bolt goes on Passenger Side:







Clearance from firewall/lip to LS6 intake (No cutting/bashing required):