ylwgtr2

did someone let the ausrotary boys in here ?

they lied there way to international engine of the year in 2004

were onto somthing here.....tacho's should read in piston speed

Thats fine....well shut your fu(king trap then ya co(k smoker

I dont care about what capacity it is or isnt......its small....and its light....how big is your 3.9 litre piston engine?and how heavy?Do you suggest i fit one in my race car?Show me an engine i can walk down to any wreckers and buy and fit in the tiny hole i have that will retain the cars weight at 490kg.....and if we are talking about 3000rpm....well then they produce quite good power for a "slow" spinning engine dont they?

i have some 0417563600 thanks Troy

dude.....read my first post......I will also add change the oil regularly.....do NOT let them run low on water or oil....they die in a matter of minutes without water

Heres some interesting reading....mazda's engine has become quite a durable engine over the years....the engine that was dubbed "the little engine that could" was named "the little engine that did"in the end and this one was called "the big engine that did"....and it sure did...In my view its certainly has been a credit to mazda's engineering and metallurgy R&D On 23 June 1991 Mazda won the 24-hour Le Mans endurance race with a Category 2 (C2) 787B racer, #55, powered by a 4-rotor R26B--the first and likely last rotary win because of C2 rule changes prohibiting rotaries in 1992. Just to finish Le Mans is an accomplishment--let alone win. The 787B covered 4923.2 km (3059.1 mi) at an average speed of 205.3 kph (127.6 mph), exceeding 320 kph (200 mph) on the main straight. Yet it still had 30.0 liters (7.9 gallons) of fuel left of the maximum 2550 liters (673.6 gal) allotted, giving an impressive 4.6 mpg. Here's a look at this historic engine, emphasizing the DIFFERENCES between the R26B and the 13B whose geometry it's based on. The R26B develops 700 net bhp (Japanese) at 9000 rpm, its redline, and 449 net lb-ft of torque at 6500 rpm. It's only 39" long and weighs just 396 lb. The R26B has a 3-piece eccentric shaft; the long main shaft has journals for rotors #2 and #3 and tapered extensions for 2 hollow shafts with journals for rotors #1 and #4. Counterweights are used at both ends. To stiffen the engine, aluminum honeycomb is used where needed, including the aluminum oil pan, which is mounted on top. The R26B uses a dry-sump oil system. Tension bolts are anchored throughout the intermediate housings, further increasing stiffness. Engine coolant and oil enter through the center housing. Rotor and side housings are coated with hot-sprayed chrome-carbide cermet ceramic in a metallic array) for high-temperature wear resistance. The intake as well as exhaust ports are peripheral. Each rotor housing has 3 spark plugs: a third "far-trailing" plug was added for better fuel economy and power. Rotors were precision cast to a 10.0:1 compression ratio using the lost-wax method to reduce rotating mass. Two-piece silicon nitride ceramic apex seals have, in the words of one summary, "a 'sprinkle' of an ingredient that raises heat conductivity", and they use 2 springs. The R26B has a sophisticated electronic port fuel injection system and telescopically variable intake pipes whose length vary with engine speed to improve airflow. After winning, this historic engine was taken apart in front of the press. Little performance deterioration had been noted during the grueling race, and the R26B looked nearly new after dismantling. Even Mazda's head office engineer said, "In the case of the rotary engine, damage to the apex seal is the best reference. And as you can see, it's nearly untouched." After measurement, wear on apex seals, rubbing surfaces, and bearings were found to be only 1/3 to 1/2 the upper limits--in Mazda's words, "indicating remarkable durability and reliability". As racer Paul Frere was to say of the win, "A pity Felix Wankel has not lived to see it."

further more....i will continue to bore dirty great big holes in my housings and fill up the original ports and be motoring past you all in my small light powerfull circuit car for the cost of a hyundai

Its a sa22 RX7....im looking at buying it aswell

yep....you dont need the trailing plug....just wondering....can we fit a set of rb26 cams to them?

those who dont like the sound....have a listen to this ive had rotaries for years and ive only killed one engine(and that was from running it out of oil!)It had 300,000klms on it and was an unopened block......they are a fantastic thing,i can pick them up on my own.our B2200 delivery ute has one in it.Its a full chassis ute so its quite heavy and i will tell you one thing....i have loaded that thing up with that much weight that it was riding on the bump stops from time to time and i could short shift the thing no worries..it has the same diff and gearbox as when it was piston powered and altho i must admit its fuel consumption is not very good it by far out performs both its previous engines (gasoline and diesel) the diesel was just plain old shite throughout the whole rev range,with the gasoline engine i would have to belt it down through the gears with a load on up the hills and and hold it to the boards and hope the crank didnt fall out of it....i do have to downshift a gear with the 13b with a load on up a hill but with just a wiff of the right peddle it pulls no worries....everyone thats driven it comments that its very torquey....its running a NA six port with a wolf 3D...we are running four ports open down in the low end and the two extra ports open up in the rev range using a powervalve servo motor off an RGV250 motorbike....oh by the way....its not a two stroke....however i still think two strokes are far better than fourstrokes anyway We are also flying the twostroke flag at work by converting numerous CRF450s/CRF250 motorcross bikes to CR500 twostroke powered machines

not for sale on websites

they are gun metal grey....my cam is not working....

im in tullamarine.....no pics....if you dont know what a pair off r32 gtr gaurds look like then your in trouble