I'm super excited for this podcast, since Aaron is a real genius and specialist when it comes to rotaries, and his rx7 is absolute beast. Time to dive into this!
Heya. I had a S4 RX7 13BT that I bought in NZ at 31000kms (supposedly) and sold at 265000kms (160 000 miles). Same engine the entire time, only mods were racing beat exhaust, gizzmo defender chip, HKS intake = 180 kilowatts at the rear wheels on 12.5 psi on 91 octane and it ran that way for 7 years with regularly being thrashed in the lower gears. That power run was recorded 1 week prior to selling and was reliable as any other car Ive owned. Warm up properly before thrashing and dont over rev above 8k and they seemed fine. G.
Tune 100%.. I run E85 too but you have to be careful which oil you premix with as it seperates and castor based oil gums things up with time and a heavy oil Premix
Great information here. I've worked on, researched and driven rotary engines for quite a while. Still I learned a bunch listening along today. Thanks for bringing a rotary guy on the show!
André, your low rpm nitrous hit comment brought something to mind on timing. Diesels are a great source for learning about timing for both ignition and injector duration. Like you said, at 25% of redline, the intake window is literally open 4x as long. To spray across a wide rpm range, pulse timing is really the only way to go. Something else that is DEAD WRONG is people locking ignition timing advance at redline wot full load just below maximum HP. Detonation from too much advance occurs when the peak cylinder pressure occurs around 4° after TDC or less even going before TDC. Forced induction increases cylinder pressure so the fuel mix burns quicker. So advance has to be less. Here's what destroys motors at low RPM full load. If best power is achieved at 6000rpm with 34° of advance, that's how long in microseconds it takes to reach peak cylinder pressure around 8° after TDC. If you have full load and the same boost at 3000rpm, timing advance should be 17°. This seems strange but the burn rate of the fuel mixture doesn't change with other factors being equal. This is the root cause of forced induction motors grenading under full load at low RPM. Timing is ideal for few milliseconds at 6000rpm. At 3000rpm, the fuel mixture literally has twice as much time to reach peak pressure. Lighting it too early causes detonation. Normally aspirated engines aren't capable of the same cylinder fill at 50% speed so it is not so apparently dangerous. It's still costing power and efficiency but not igniting the fuel early enough to punch the piston in the face trying to stop the crankshaft like it will with forced induction. Everything is relevant to timing, load, rpm, and fuel knock resistance. You can load it up at low RPM with boost but the timing has to be counterintuitively low compared to the common practice of locking at full advance. With no load timing can be very advanced because there's very little fuel and cylinder fill even with forced induction. I think that's where the notion of lockout is fine just don't load it up down low. To do it right find optimal timing advance and calculates the time for the crank to rotate X° at peak hp rpm. That's how long it takes the flame front to propagate. So if you are running 20psi of boost at wot 6000rpm, you will have at least the same cylinder fill running 20psi at wot 3000rpm. Probably more because there's more time for cylinder fill. Anyway sorry for the long explanation, this is something that seems to be epidemic now. Maybe it always has been and I hadn't noticed.
@@hpa101 Here's the lineup for the week: 38psi on a GT4202R Streetported REW, two or three Semi-PP REW/Cosmos, a 20B Semi-PP up to 750+whp, and 6-9x other client cars in the evenings. I'll try to post more content, but the idea is to get these cars back on the roads and their owners enjoying them to the fullest.
Both already on the list you'll be happy to hear😎 If you're enjoying the podcast and want to help us out, make sure you give it a rating on whatever other platform/s you use. Apple podcasts, Spotify etc. Just taking the risk in assuming you don't hate it, but you have to roll the dice in life sometimes right haha - Taz.
@@dnchevyguy3 I don't think we've had a guest yet where we ran out of topics, has been awesome. Could probably do 4 episodes with Paul and still have more to chat about, same with Tony Palo. With time we hope to be able to revisit some people and do what you suggest there to cover some more ground. That said, we might see a few guest again via video format at PRI later this year too. So much to do, it's a shame we need to let Andre sleep and hang with his family sometimes 😂 - Taz.
Aaron has documented a LOT of his journey and learning experiences on his RUclips, Instagram, and rx7club forum build thread. It's possible to do a really deep dive if you have the time. And I really enjoy the background music clips on his Instagram posts, I keep hoping I'll find his Spotify playlist(s) someday.
As always awesome podcast and filled with great knowledge and humor. Have to admit I find myself always waiting for the next episode. Always fun listening to the podcast while working or even on my commute home from work. Courses are also well planned out and easy to understand if you have a little technical understanding. You guys are definitely living the dream.
Has anyone ever added something like a Yamaha oil injection pump? 2 cycle oil is leaps and bounds better than conventional motor oil on liners and rings/seals as well as detonation prevention. I'm asking from a two stroke racing background. Regardless of how far I pushed 2 strokes, modern intake oil injection never failed me. If I was going to use an injection pump, it would be a Yamaha for the reliability. The rate is throttle dependent so the ratio is maintained off idle. I can't see a down side?
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I'm super excited for this podcast, since Aaron is a real genius and specialist when it comes to rotaries, and his rx7 is absolute beast. Time to dive into this!
Heya. I had a S4 RX7 13BT that I bought in NZ at 31000kms (supposedly) and sold at 265000kms (160 000 miles). Same engine the entire time, only mods were racing beat exhaust, gizzmo defender chip, HKS intake = 180 kilowatts at the rear wheels on 12.5 psi on 91 octane and it ran that way for 7 years with regularly being thrashed in the lower gears. That power run was recorded 1 week prior to selling and was reliable as any other car Ive owned. Warm up properly before thrashing and dont over rev above 8k and they seemed fine. G.
Tune 100%.. I run E85 too but you have to be careful which oil you premix with as it seperates and castor based oil gums things up with time and a heavy oil Premix
Great information here. I've worked on, researched and driven rotary engines for quite a while. Still I learned a bunch listening along today. Thanks for bringing a rotary guy on the show!
André, your low rpm nitrous hit comment brought something to mind on timing. Diesels are a great source for learning about timing for both ignition and injector duration.
Like you said, at 25% of redline, the intake window is literally open 4x as long. To spray across a wide rpm range, pulse timing is really the only way to go.
Something else that is DEAD WRONG is people locking ignition timing advance at redline wot full load just below maximum HP. Detonation from too much advance occurs when the peak cylinder pressure occurs around 4° after TDC or less even going before TDC. Forced induction increases cylinder pressure so the fuel mix burns quicker. So advance has to be less.
Here's what destroys motors at low RPM full load. If best power is achieved at 6000rpm with 34° of advance, that's how long in microseconds it takes to reach peak cylinder pressure around 8° after TDC. If you have full load and the same boost at 3000rpm, timing advance should be 17°. This seems strange but the burn rate of the fuel mixture doesn't change with other factors being equal. This is the root cause of forced induction motors grenading under full load at low RPM. Timing is ideal for few milliseconds at 6000rpm. At 3000rpm, the fuel mixture literally has twice as much time to reach peak pressure. Lighting it too early causes detonation.
Normally aspirated engines aren't capable of the same cylinder fill at 50% speed so it is not so apparently dangerous. It's still costing power and efficiency but not igniting the fuel early enough to punch the piston in the face trying to stop the crankshaft like it will with forced induction. Everything is relevant to timing, load, rpm, and fuel knock resistance. You can load it up at low RPM with boost but the timing has to be counterintuitively low compared to the common practice of locking at full advance. With no load timing can be very advanced because there's very little fuel and cylinder fill even with forced induction. I think that's where the notion of lockout is fine just don't load it up down low.
To do it right find optimal timing advance and calculates the time for the crank to rotate X° at peak hp rpm. That's how long it takes the flame front to propagate. So if you are running 20psi of boost at wot 6000rpm, you will have at least the same cylinder fill running 20psi at wot 3000rpm. Probably more because there's more time for cylinder fill. Anyway sorry for the long explanation, this is something that seems to be epidemic now. Maybe it always has been and I hadn't noticed.
Could we get Greg Banish on a podcast somewhere in the future? Would be interesting to see how OEM boys do their tuning.
WPC treat the housing and APEX seals after break-in, I've seen WPC work miracles before.
WPC?
I often wonder why I don’t hear more people WPC housings/irons/seals, shit is miraculous
Look up WPC treatment here on yt
Adding oil to fuel displaces fuel, it actually leans out the AFR. It does lubricate well, its a fine balance..
I love calibrating these Rotary Engines on a daily basis. Fun Podcast, Andre!
Hope you've got some interesting ones lined up for this week =) - Taz.
@@hpa101 Here's the lineup for the week: 38psi on a GT4202R Streetported REW, two or three Semi-PP REW/Cosmos, a 20B Semi-PP up to 750+whp, and 6-9x other client cars in the evenings.
I'll try to post more content, but the idea is to get these cars back on the roads and their owners enjoying them to the fullest.
Heard him mention Andy Wyatt and Paul Yaw. Those would both be great people to get on the podcast.
Both already on the list you'll be happy to hear😎 If you're enjoying the podcast and want to help us out, make sure you give it a rating on whatever other platform/s you use. Apple podcasts, Spotify etc.
Just taking the risk in assuming you don't hate it, but you have to roll the dice in life sometimes right haha - Taz.
@@hpa101 You'd almost need to get Paul on twice. Once just talking suspension/racing and one for injectors.
@@dnchevyguy3 I don't think we've had a guest yet where we ran out of topics, has been awesome.
Could probably do 4 episodes with Paul and still have more to chat about, same with Tony Palo. With time we hope to be able to revisit some people and do what you suggest there to cover some more ground.
That said, we might see a few guest again via video format at PRI later this year too. So much to do, it's a shame we need to let Andre sleep and hang with his family sometimes 😂 - Taz.
Aaron has documented a LOT of his journey and learning experiences on his RUclips, Instagram, and rx7club forum build thread. It's possible to do a really deep dive if you have the time. And I really enjoy the background music clips on his Instagram posts, I keep hoping I'll find his Spotify playlist(s) someday.
Hit him up on IG, he might share them with you - Taz.
As always awesome podcast and filled with great knowledge and humor. Have to admit I find myself always waiting for the next episode. Always fun listening to the podcast while working or even on my commute home from work. Courses are also well planned out and easy to understand if you have a little technical understanding. You guys are definitely living the dream.
Good podcast Andre
Cheer Jason, glad you enjoyed it.
Orsum content Andre. Love the topics of discussion very knowledgeable. Thanks for sharing.
Has anyone ever added something like a Yamaha oil injection pump? 2 cycle oil is leaps and bounds better than conventional motor oil on liners and rings/seals as well as detonation prevention.
I'm asking from a two stroke racing background. Regardless of how far I pushed 2 strokes, modern intake oil injection never failed me. If I was going to use an injection pump, it would be a Yamaha for the reliability. The rate is throttle dependent so the ratio is maintained off idle. I can't see a down side?
Brap brap
Fiction
Commute on a 600RR, strong wrists and a flexible back.....
The reason i love rotary is due to 3 things
The legendary 787B
Aaron Parker
And Mad Mike
Man, what do you expect from a rice burner. .just break downs after break downs..😂😂😂👍👍💙
What?
The hell you on about homes?