Mazda Rotary Dyno Massive 1664HP
This engine has massive HP, WOW Awsome also on braptv.com Mazda Rotary Queen Street Racing 4rotor GT60 1664HP
Part 12: 13B Rotary Engine Rebuild - My 76 Mazda RX-5 Cosmo Restoration
Just as I promised last episode, it is finally time to build the engine! Part 12 of my RX-5 Cosmo restoration covers the entire process of building the 6 port 13B Mazda rotary engine. While this engine is a hybrid of GSL-SE RX-7 and Cosmo parts, the process is the same for any rotary from a 12A to a 13B NA, 13B turbo, 13B-REW or any other variant of the 13B. This video shows the whole process of the engine build, starting from measuring the rotors and covering everything else including clearancing the side seals, assembling the rotors, complete assembly the short block, setting the eccentric shaft end play and installing the front cover and everything underneath it. It's probably the most complete engine build video outside of what you can buy from the vendors, and as such, is an hour long. After this one, I'm going back to videos under 20 minutes. But for now, grab a beverage of your choice, sit back, and enjoy.
12 rotor rotary engine sevenstock 14 2011
Pretty stinkin' awesome!
Watch it run! http://www.youtube.com/watch?v=dT8wTr27uD4
Got some info on it:
Weight: 830 lbs
Displacement: 960 cubic inches
Max Wide Open Throttle RPM: 8,500-9,000
First scheduled maintenance for boating applications:
Naturally aspirated (pump gas 87 octane) 1,440 hp pleasure use at 400 hours.
turbo-charged 10 lbs Boost (pump gas 87 octane) 2,400 hp poker run version at 200 hours.
turbo-charged 25 lbs Boost (race fuel 110 octane) 3,600 hp race version at 30 hours.
turbo-charged 50 lbs Boost (race fuel 116 octane) 5400 hp Drag race version at 11,000 rpm"
PAUT MOTOR-REVOLUTIONARY ENGINE.wmv
PAUT ENGINE -
Prototype 2 is performed as an engine with two-sided pistons, positioned at 90° to each other, in combination with PAUT two-stroke cycles (fig 1). Such construction provides an engine containing less assembling parts, having smaller mass to power and overall-dimensions to power ratios, which are the presumptions for a successful product to be accomplished and for low cost production/exploitation to be expected. Smaller mass, compared to the prior art engines, derives from the fact that PAUT engine contains considerably less assembling parts lacking elements such as: rods, camshafts, camshaft's driving parts, some valves, large heads.
The very construction of the two-sided piston (fig 3) has more advantages. Contact area between two-sided piston and cylinder is considerably larger compared to prior art pistons. Hence, specific pressures are lower and since the two-sided piston is lubricated under the pressure, the friction is considerably smaller, the more so as we know that normal force Fn in the engine center equals zero (fig 2a).
All these results with less wear of the piston and the cylinder. Such a two-sided piston has considerably smaller mass compared to the prior art assembly it replaces, consisting of two pistons with their prison-shafts and two belonging rods, resulting in lessening of linear motion inertial forces.
This construction has still more advantages as compared
to prior art engines such as:
- better controlled cooling of cylinders not being adjoined to each other
- smaller friction inside the engine due to less moving parts
- increasing the capacity of this engine, though considerably, results in overall dimensions to increase only slightly
- gravity center is posted lower (it is in the engine center)
- better forces configuration in the very engine, while negative forces and torques nullify each other completely (fig 2b)
- it is possible to dismount pistons and cylinders without entire dismounting of the engine
- no special tools nor machines were used to produce this engine
- there is less noise due to the design of the two-sided piston
- though the cycle is of two-strokes, the lubrication is performed as if it was four-strokes
The objections on this construction should be as follows:
- due to the compressed construction , the starter should be mounted on the gear box, but with some endeavour it is possible to mount it on the very engine
- the force on the output journal of the crankshaft (fig 2a) is twice compared to the one at prior art engines, but this problem becomes negligible with a proper design of the journal and of the operating shaft bearings
- there is no oil sump at this engine, hence an additional oil-pump is needed
- since it is a two-stroke cycle engine, the engine cylinders are submited to higher mechanical and thermical load comparing to four-strike cycle
Prototype 2 - characteristics (technical data):
• Two-stroke engine
• Engine-block measurments with heads mounted 500mm x 440mm x 440mm
• Engine two-sided piston diameter 100 mm
• Compressor two-sided piston diameter 120 mm
• Two-sided piston stroke 88 mm
• Capacity 7000 cm3
• Number of chambers 4(engine) + 4(compressor)
• Number of two-sided pistons 2(engine) + 2(compressor)
• Weight 135 kg
• Power, torque and specific consumption have not been measured as yet.