bill shurvinton

Since when was quoting abilities on a forum needed to be able to help people with serious technical questions? Lynn is one of the main reasons I and many others visit this forum. Keep the cheap jibes to the other forums please.



Bill

bill shurvinton

There are 2 ways to approach a turbo setup. One is to look at it as a normally aspirated engine with boost. In this view you try and place the torque curve of the engine to get more torque around either the spooling point, or a suitable peak torque point that gives a nice wide power curve. The stock inlet on turbo RX's is designed around this and is tuned for a normally aspirated peak around 4500 RPM.



The other way is to look at the flow into the engine and try to maximise that, on the principle that, once you have the turbine spinning the more air you can get in, the more power you can get out. In this view then the actual length is not a huge issue. Getting a good straight shot into the ports with minimal turbulence is the key focus.



To a degree which one you subscribe to depends upon your budget and how much boost you want to run. Under 1 bar and you are firmly in the former camp. Above 1 bar and you are in the latter.



I have to admit to not seeing much I like from the stock inlet manifolds on turbo engines, but I come from a background where the sort of cars I play with have individual runner setups.



One other thing to think about. Looking at the V8 world, anyone serious about squeezing the max from their engines uses individual cylinder fuel and spark trim to get around thermal differences and VE differences due to manifold designs. If you are doing the same with a rotary and not looking at an ECU that can handle this you have to realise that the edge of the envelope will be not be as far away as those who have. Getting the inlet and zorst so that both rotors see the same VE and playing around with coolant paths so both housings are at the same temperature will get you close, but at some point you will need to move up to the big boys league to get the last few %

Kaboom!

Actually the rotors get fed reasonably evenly with cooling oil,the main feed being in the rear plate just under the oil filter housing that feeds the eccentric shaft rear main bearing and then also passes oil into the shaft itself,and thus to the rotors and their bearings.The oil also passes along the top dowells from the rear housing and feeds the front main bearing in the front plate too and into the eccentric shaft and the rotor etc...

On the top of the front plate(Side housing) there is an oil feed for the turbo/s too that also takes the oil from where it comes throught the top dowells.So the oil from here feeds both the eccentric shaft and rotrs and bearings and turbo.

Hope this makes sense.

Regards

Carl

mazdadrifter

with that in mind...



trying to keep in some type of a budget, do you think it would be more valuable to try to "cc" the intake runners, to match volume after the tb, or would port matching render you similiar results?



My thinking is... if you can match the volume and runner length is similair, then a very similair volume of air should enter each rotor, and (providing back pressure from the turbo manifold is similiar) rendering the air/fuel ratios more similiar and making your motor a little more effecient by making both rotors produce 50%. Or at least that's the idea.



Or would it just be more effective, to get a divided turbo manifold, and put an 02 in each runner and trim the injector of the richer running rotor.

Dysfnctnl85

The part about "giving you a hard time Mr. Hanover..." That was so you would know I was kidding. Wow, lighten up some. I wouldn't have posted if I didn't respect the fact he was here educating us.

bill shurvinton

'giving you a hard time' Means exactly that where I come from. In your particular idiom the meaning may have been inverted to mean 'just kidding', but please do not assume that, on an international forum we will all read it that way.

Lynn E. Hanover

The quote thing is my fault. I remove the command because it seems more natural to see the question and answer as though it were a conversation rather than a contest of some kind. So in that reguard, it is outside the structure of the site and I should not do it.



There seems to still be a problem with the site.



I did not include a picture with that post. Where a picture of a wheel came from I cannot say. I do not own a copy of it, so I am sure it did not come from here.



It seems to me that a 250 degree disparity in EGTs indicates quite a bit more wrong than a slight difference in runner shape.



A closer look at the question is in order. What kind of failure of the rear rotor are we talking about. I would expect the housing distortion induced failure only in a turbo engine. Also a detonation type failure from hotter intake charge, only in a turbo.



lubrication failure of the rotor bearing is more likely in the front rotor. Thus the universal use of an additional oil line to the front main bearing, and a long standing trend to very high oil pressures.



Lynn E. Hanover

Lynn E. Hanover

I didn't send that one either.



Lynn E. Hanover

(no picture posted with this reply)

Eric Happy Meal

since the forum crashed the attachments have been coming back to the designated posts. (to the post number that they came from)

Dysfnctnl85

I thought that was a pretty universal term, I guess I'll try to be more clear next time. I wasn't trying to disrespect anyone, as indicated.



PM sent.





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