Mazda 13B - What makes it GREAT? ICONIC ENGINES #10
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- Опубликовано: 14 мар 2020
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The name Wankel engine comes from the surname of the dude who invented it, a genius German by the name of Felix Wankel.
Mazda's president in the 60s Tsuneji Matsuda, believed that Mazda had to develop a unique technology that would set it apart from other Japanese manufacturers and bring global attention to Mazda. To develop and commercialize the rotary engine Mazda set up a team of 47 young engineers led by Kanichi Yamamoto. Yamamoto compared the mission of the 47 engineers to that of the 47 Ronin, leaderless Samurai who demonstrated incredible perseverance, bravery and persistence in avenging the unjust death of their feudal lord.
But commercializing the rotary engine proved to be a lot tougher than avenging a feudal lord. Chatter mars, a.k.a. the devil's nail marks on the housings of the early rotary engines that occurred due to the apex seals vibrating at a resonance frequency, almost drove the 47 engineers mad. Finally, in 1963 a breakthrough was made, hollow apex seals changed the resonance frequency and an aluminum-carbon composite for their material made the engines more reliable. They finally became practical and fit for mass production. All thanks to the incredible persistence of the 47 Samurai of Mazda. Thanks to them, Mazda did something that other much larger and greater manufacturers couldn't. GM, Mercedes, Alfa Romeo, Toyota, Rolls Royce, Porsche, and all others quit the rotary soon after they came face to face with its problems.
Another big breakthrough for Mazda's rotary came with the 12A engines. They were available on many different cars, the FB RX-7, RX-3, Mazda Luce, Cosmo and many other models. They introduced a sheet metal insert process that greatly improved the reliability of the Mazda rotary. It made the housing so strong that Mazda could go back to using cast iron apex seals. It also introduced 6PI, a variable six port intake and was the first Mazda rotary to be fuel injected and turbo charged.
But the high-point of the Mazda rotary came with the engine code we all know and love. The 13B rotary engine. It was the highest volume rotary ever produced and stayed on the market for an incredible 39 years. The 13B-REW is the highest power output mass produced rotary engine. It's sequential twin turbo setup and two rotors managed to output 280 horsepower in the final version of the Mazda RX-7 FD. The 13b-msp engine found in the Mazda RX-8 abandoned turbos but retained a very high power output while also managing to have the best mpg and emissions when it comes to mass produced rotaries.
A 4 rotor racing version of the 13B, called the r26b found in the Mazda 787b won the 24 hours of Le Mans in 1991. It was the first Japanese car to ever win the Le Mans and the only ever to win with anything other than a piston engine.
Another notable Mazda rotary is the three rotor 20b engine, found in the Eunos Cosmo. It's pretty rare but it's the only mass produced three rotor engine. With twin turbos it manged to put out 300 horsepower.
13b engine specs: When it comes to the specs of the 13b engine, it's interesting to note that all major Mazda rotary engines share an identical geometry, 105 mm of rotor radius and 15 mm of eccentric shaft offset. The increase of displacement from 10a, to 12a, to 13b was done by making the rotors thicker. The 10a rotary engine has 60 mm thick rotors, the 12a has 70 mm thick rotors and the 13b has 80 mm thick rotors.
13b engine tuning: For the early carbureted 13b engines you can switch to weber carbs, get a performance oriented header and exhaust and see modest power gains. The more modern 13b-rew can make about 350 hp with stock turbos, but will require hybrid turbos to get 400-500 hp or a big single turbo to go above 500 hp. Porting is key for the 13b, and can really change the nature and power curve of the rotary engine. From the mild street port, to the more aggressive bridgeport and finally the outright insane peripheral port, you have plenty of choices when it comes to porting the 13b, each one suited to different power levels and applications.
A very special thank you to my Patron:
Daniel
Rap lyrics translation:
My name is 13b and inside me there's a dorito.
The sound that I make is very very nice
What I do to your wallet is horrible
But with me great power is possible
You're gonna need to buy a lot of gas for me
But you'll never find a more entertaining engine (it rhymes in Spanish)
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#d4a #iconicengines #13b #rotary #wankel #mazdarotary 
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Fucking awesome! Thank you again for a massively entertaining and educational video.
Can you do a break down on the liquid piston x mini rotary? I think we would all be interested.
ww2 german bombers had the wankel rotary,you could here the diffarence, THEN RUN & HIDE IN A BOMB SHELTER.
@@phantomwalker8251 really?
A parently an ausie was re building/developing a rotary,they started it up & it had the burp sound,,thought they had stuffed it.but,they have no guts,only good to turn a plane prop.400 hp,,50 nm..no fkn good.even at 13000 revs.plus,they use fuel,lots of fuel..they have no reciprocating weight,,so no torque..prove me wrong.!..
General Motors had a whole lineup of rotary engines in the works before the gas crisis hit. I like to imagine an alternate timeline whithout a gas crisis, when big heavy V8 custom cars and american rotary engines would have existed side by side.
26 of the world's biggest and best engine manufacturers became NSU-Wankel licensees
GM, Mercedes-Benz and Ford invested billions in development but none produced a design that was considered reliable enough to mass produce... the OPEC Oil Crisis was just the final nail in the coffin.
I would like to see the alternate timeline were Mazda got it mass producible after the lining. And then they licenced their version, would be a very different timeline, just seeing were aftermarket stuff is today with an unbreakable apex seal...
GM actually did have one that went into production. It was done under the Holden name. And was Japan only.
They’ll make a come back via the company Liquid Piston. They will be used to power hybrid cars
Imagine an all american 4-4.5 litre wankel
RX7s are like babies. They’re cute and I’m glad they exist, I would like to play with one all day and then, when I’m done, I would like to send it home to the people who support it.
I own an rx8 and man, I came in here expecting you to dump on the Renesis (as many do), instead I was treated to an awesome history lesson and while I knew a lot of that I'm not very mechanical with my hands, so hearing the breakdown of some of the modification side of things was awesome. Dorito power Baby! I'm even more excited to get an FD someday.
Garbage car. No one should have bought one, but Cyclops driving one spurred the market 🤣
@@robspear03 Eh, opinions be opinions. The RX8 had an amazing chassis and suspension. Like or hate the rotary engine, you can't deny that the RX8 is amazing on track or through some winding roads. Just like the Miata just a bit heavier lol.
@@robspear03 have you ever driven one though? It's very stable and responsive despite being a bit on the heavy side. And the sounds is pure eargasm with the dual exhausts.
a RX8 automatically makes you cool, writing it off makes you legendary
Will you be keeping both cars?
The sound of 787B always give me the eargasms. Definitely the greatest sounding engine of all time.
It's a music even for RUclips's subtitles
Way back in the early '80's I had a fully stock 1974 RX4 13B with points and 4 barrel carby. I had seen race versions of the 13B run races with RPM reportedly at 17k RPM so I kinda hoped mine could go higher than the 6k RPM redline. So one day I grabbed my tool kit and timing gear and started fiddling.... 2hrs later playing with the dual points in one distributor and tweaking the timing my 13B was reving sweet... Open the throttle and my 13B would wind up and go near supersonic.... Satisfied, I packed away my tools and hit the road.
It didn't take long to be side by side at the lights to a classic 351 Ford V8. They gained a car length at the start, but as they changed gears I gained two car lengths. I held 1st gear to 140km/hr with power to burn and then hit 2nd. They never stood a chance....
*Rob Dahm intensifies*
Heheh, as always, très bien. Great stuff.
I once bought a 1981 Mazda RX-7 for $75 to kill it; I thrashed the heck out if it (it was a blast to drive) and the thing would simply not die. I didn't want to cheat so I changed the oil every 3K miles and kept the windshield wash topped up, and just beat the heck out if it. One day on the drive home about 60 miles to go the motor mount let go and the engine tipped enough to slice the radiator hose. AH-HA, I thought, I finally killed it. I proceeded to drive home to try to kill the car.
I parked it, shut it down, and tried to start it. It would not start; mission accomplished - or so I thought. Well, after it cooled down, I tried starting it - and it was hard starting but once it started it idled and ran fine. I let it cool down again and replaced the radiator hose. That car would simply NOT die. I question the honesty of anyone who says that these engines aren't reliable. In fact because the failure mode of the rotary engine is reduced power and hard starting, not catastrophic failure, they've become a popular engine choice for experimental (homebuilt) aircraft builders.
Been a rotorhead for over 15 years now and still learned a few new things here. Good stuff! Hope these quality videos keep coming
I had a 1983 RX7 and absolutely loved the car. It ran crazy good and I put 350k miles on it before I sold it. It is a shame they were "legislated" out of existence by the EPA. What a car! What an engine!!!
How many engine rebuilds?
I remember my buddy had one of these earlier models.
They were fun and loved to be driven hard. 🎉❤🎉
You can not blame it completely on the EPA, there are several things that MAZDA could have done a LOT better, they have had 50 years to fix these flaws which would have made the rotary exhaust much CLEANER, COOLER, and the engines much more reliable, and part of the problem is the people who owned them, I owned a 1987 RX-7 Turbo II and put almost 500,000 miles on it before the first rebuild, but by and large, MOST people, (NOT ALL) do not have the first clue as to how to properly care for ANY VEHICLE no matter who makes it, but with the rotary engine, the OWNER really needs to know about what weaknesses it has from the factory, since the factory did not address the problems despite having a half century to do so, the most MAJOR emmisions problem is that Mazda, instead of installing a seperate oil tank and metering 2 strok oil into the engine to lubricate the apex, side, and corner seals, they sucked engine oil out of the oil pan with the oil metering pump and used that instead of oil that was designed and meant to lubricate something and then be burned, like 2 stroke oil, the very first thing that I did when I bought my 1987 RX-7 Turbo II was remove the oil metering pump, lines and injectors, pluged the ports on the rotor housings, and premixed my gas from then on, and only used E-85 gas, of some people know it as flex fuel, rotary engines DO NOT like the higher octane unleaded gasses like they loved the high octane cool burning leaded gas before the 1970's came out with unleaded gas, BUT 482,000 ish miles was all I was able to get out of it before one of the other problems Mazda left unfixed forced my rebuild, putting an engine together like a sandwich with cast iron front, intermediate, and rear plates alternately stacked with cast aluminum rotor housings with rubber composite water jacket square seals to seperate them was a REALL STUPID thing to leave unfixed, due to the vastly different expansions of those 2 metals due to temperature, I find it hard to believe that ALL of the engineers at Mazda thought that this was an ok way of doing it, now I am NOT going to go through all of the things that could and should have been done better, thankfully there are companies that are now CNC machining billet aluminum parts to replace those cast iron attrocities of yeaster year, and the future of the rotary is looking bright again, no thanks to Mazda, I mean seriously, if I had a garbage disposal under my sink that was not right, but I could keep putting one bandage after another to keep it working, for half a century, I would hope that someone would have the common sense to take me outside and beat the snot out of me for being so stubborn and dumb. now do not get me wrong, I do dispise the EPA, just as much as any other government agency, probably more, but they are NOT entirely at fault, MAZDA TODAY COULD get their shit together and truly FIX the problems, and I would be willing to bet, that the Rotary would be one of the most powerful, fuel effiecient, and cleanest burning and reliable engines around.
I think this is the most thorough wankel history video I've seen. Awesome work, very informative and enjoyable.
The sound of the rotary engines are like Music to my ears
You typed our wrong
and to RUclips's subtitles as well
What a great informative Rotary engine video! As soon as I saw this I had to sit and absorb all of it! I’m a Rotary nerd owning a RX-2 and Just bought a RX-8 . Fun different stuff ! Thanks
My first car was a 1982 RX-7 that i bought in 1986, when i was 16. I have owned another 4 rotary engines since, and i have daily driven them since. I can't go to a piston engine and enjoy the drive, and still have such low cost in vehicle. The fun level is big and the hands on is better than texting while driving. :)
4 eh,.hmm,now thats reliable,isnt it..a friend bought the rx3,new,we watched him leave work every day after the 5 min warm up,,,,,,,,,,rubber in 1,2,3rd.,less than 1 yr,BANG. he pulled it apart,in his room,to fix it,,fk this,,binned it,sold shell,bought a new SLR5000 torana,rubber in 1,2,3rd..did not break..........................i have an f100 1962,4x4,with a v8 352FE, from 1965, STILL RUNS, .
Excellent video! Thanks for the rotary history lesson.
A half-bridge isn't a small bridge port, it's when your primary ports are stock or street ported, and your secondary ports are bridge ported. I have a 12A half-bridge in my shop that was in my '83 RX-7, and it has a Rotary Engineering manifold with dual Weber 36DCDs. The Webers have progressive linkage and mechanical secondaries, so when you press the throttle halfway down, only the primary barrels are open and the engine runs on the street ports. When you fully depress the throttle the secondaries open and the engine can breathe through the bridge ports. And you say rotaries can't have variable intake timing! Poor man's VTEC, yo! The engine absolutely screams from 4000 rpm to 10,000 rpm, and idles under 1000 rpm on the street ports.
Excellent content, of course. I will need a wide band gage soon so I will purchase from AEM. Thanks for sharing!
i will do the same XD
It’s such a shame rotary engines never got the same R&D as piston engines. Imagine little a 1.3l engine, making 300+ hp small enough to fit in a Yaris.
I have a 94 Rx7. It has a street port, tune, and exhaust. It is pretty quick for being a 1.3 L and running pretty much on OEM everything else. However, to get a reliable RX7 you pretty much have to replace everything down to the wiring harness and it isn't cheap.
Something else amazing, 13B-MSP engines with transmissions included are selling for less than 2,000 USD. My main concern though, would be in cooling the engine more than making more braps.
CSF racing radiator and a greddy oil pan will keep temperatures in a good spot
the 12A intake manifold doesnt have 6 intakes, it has 4. port 2 and 5 in your picture are for engine coolant to enter the intake manifold and help it warm up faster.
14:02
also the racing beat full exhuast adds about 20-22 HP to the 12A. and i think 25-28 hp on the first gen rx7 13B
Short ram intake. Front mount intercooler. Down pipe. Mid pipe. Full exhaust. Apex tuner. Night and day
The 13B would not have been developed if the RX7 SA - the first series of the RX7 - had not been such a great success. The Turbo version also did very well and only because of this Mazda decided to develop the Wankel further. 12A is the real legend!
I would argue that the 12a is the better engine of the 2
I dailied an NA FC for 10 years, including a year in Alaska. Not the best in the snow, but not a bit of trouble from the engine. Fantastic machine
Thank you for another amazing episode of iconic engines! I've been excitedly awaiting it all week! :D can't wait for the next
Absolutely love this series, and this needs more views!!
Its been 8 hrs bruh, chill
forgot ur name from the facebook groups bro, but ever since your AW11 rear brake rebuild video (which was amazing) i've been a huge fan
Hey D4A. I just want to thank you for doing all this research and going through most if not all the quirks and features that you can do. I know those videos take a lot of time and patience and it’s impressive to see someone with so much love for engines , talk about them. I’m not speaking about just this video, but every iconic engines video you’ve made. You’ve earned all of our respects .
A lot of people knock the rotary engine but we really gotta give it up to Mazda for sticking with it and making it work even if for not past 90k miles at times
Truly awesome video! It’s great to see the 13B get some love! I’ll be looking forward to more content from this channel! 👍🏻👍🏻!!
I always found it weird that rotary engines are officially recognised as twice their capacity in many places such as the uk but two strokes aren't. Even though they also fire once per piston, per revolution.
I literally just got a RX-7
Welcome to the car you'll either love for the experience or hate because it won't leave your driveway. 😂
@@tiondrayhartsfield lmfao
You have great taste 💯
Daffy Fox hahahahaha Dorito paper weight
007ajez thank ya sir
An incredibly in-depth video that taught me a quite a bit about the 13B and especially about the older 10A and 12A rotaries! Kind of bummed you didn’t mention the billet blocks or the semi-peripheral ports (those are left out the most from what I’ve seen) although both and especially the latter have only begun to come to rise a few years ago
BEST INTRO EVER
i have MAD respect and love for Mazda for their dedication despite the hard challenges of making, commercializing and improving this seemingly futile type of engine. Thanks to their passionate engineers we can enjoy their absolutely amazing, fun and unique sports cars.
Great job on the video! Love the exhaust sound at the end. Totally brings me back to when I owned a FC RX-7
the 13b is such a nice sounding engine.
The 13b is such a horribly unreliable and inefficient engine.
Great video, but I do have one minor note: the 13B-REW has sequential turbos, not twin turbos. A sequential turbo setup involves two differently-sized turbochargers. The small turbo reduces turbo lag, and the larger turbo takes over when the smaller turbo hits its upper limit.
Twin turbochargers, on the other hand, are identically-sized. The benefit when compared to a single large turbocharger is reduced turbo lag, just not to the degree that you see with sequential turbos, although what you lose in turbo lag, you make up in boost once the twins spool.
Again, love your videos, my dude!
I absolutely love your videos! I really do! And as soon as I saw the 13B one I clicked immediately.
But I have to correct you on a very tiny detail, and like everything with a Rotary it involves a bit of math.
20:50 The capacity of each rotor is actually calculated the same way it is in a piston engine. By calculating the swept volume. Of course in a piston engine is terribly easy --> Area of the piston [(pi*Diameter^2)/4] multiplied by the stroke.
Now, what does the above mean for the piston engine? It means that the capacity is the volume of the chamber at Bottom Dead Centre minus (-) the volume of the chamber at the Top Dead Centre(*). So the capacity is the volume that the piston's top area "Sweeps" during motion, a.k.a Swept Volume(**).
That's exactly how the volume of the rotor is calculated in a rotary. The maximum swept volume of any given face of the rotor. Or, the maximum volume that the chamber becomes as the rotor rotates minus (-) the smallest volume that the chamber becomes. So what you said is off by a bit, not a lot but it is.
And that's why you only count the rotor once. Because even though it has 3 faces it needs a full rotation for one of the faces to complete a thermodynamic cycle.
(*)The ratio of the 2 volumes is the compression ratio. The compression everybody quotes when selling a rotary is exactly that, compression in units of pressure. Not the engine's compression ratio.
(**)When graphing the Otto thermodynamic cycle graph of an engine running on gasoline, the swept volume is the highest value in the Volume Axis minus (-) the smallest value in the Volume Axis.
P.S. I watched on from the timestamp I made. You basically went on a complete tangent there................
Your knowledge is beyond , right on point on everything PR loves 12A and 13B’s is in our blood
I was here from the beginning! You keep this up and I have no doubt we'll be seeing RUclips become your full time job and your channel will explode. Don't get discouraged, the initial push from less than 100k subscribers all the way up until ~400k or even more seems like it takes the longest but if you make it there (in your case WHEN you make it there) you've made it.. It's steady growth to a million and beyond provided your content stays on the right track and is something people want to watch. Already this content is something I would expect out of much larger channels. I love your presentation, you never stutter you're never hard to understand even considering you have quite a thick accent, never once struggled to understand you. You present the information in an interesting way, you include video clips and relevant pictures... I even fuckin enjoy your little random rapping at the end as it's something that sets you apart. No doubt AEM saw something in you for a reason. That said if you do not do the K20 or just K series in general next I will unsubscribe and forever hate on you to anyone who will listen. Aaaahhhh! I kid I kid. Do it though! K series! Even though it's a popular maybe a bit overdone engine around RUclips. I have yet to see ANYONE that would even come close to doing a video like I know I'll see from you with the information you will include. It'll be one of a kind.
Your comment was the first thing I read this morning. What a start to the day, thank you! You won't have to wait long for the K20, not long at all 😊.
Other then enlarging the ports.Porting a Rotary also changes the inlet/exhaust timing. Its like changing a cam and porting the head of a piston engine in one procedure.
This is an amazingly informal video! Thanks for making this.
Thank you for a most informative run-down superbly presented.
Thank you this is one of my favorite engines from the rx8 and 7
In 1967 Nikasil came along, specialy designed to coat the rotor housing for the wankel engine.
I love this Iconic Engines series of videos, i would love to see a video about C20XE as i think it fit this category. Keep launching good videos! Thanks!
Very comprehensive, but on the modding part, perhaps a mention of adding more dorito being a unique avenue of increasing output would be nice.
You are my combustion engine guru. If you don’t know something about it, it probably doesn’t need knowing. As if that wasn’t enough you wrote a lyric rap to the beat of a peripheral ported rotary engine, just cuz. Thanks for everything you do.
The effort spent researching and presenting these videos is outstanding! All the knowledge on a plate.
Though their thirst for oil wasn't mentioned :P
Oh yeah and rap too?! We are being spoiled!
Your editor’s eyebrows shot sky-high when I submitted my article on the design of the Mazda RX-7 (HS&EC #31). I said that its rotary engine had “a displacement of 573cc per working chamber. Since there were two rotors and three cells per rotor, that added up to a total capacity of 3,438cc.”
Cue editorial response! “It’s been my understanding that the 12A displaced 573cc per rotor for a total of 1,146cc,” queried Mr. Fitzgerald, “and for Japanese tax purposes the engine was rated at 1.5 times the nominal displacement for 1,719cc. I’ve never heard of the 12A being described as anything other than a sub-2.0-liter engine.”
The reason for that is simple, I told Craig: Mazda has been misrepresenting the actual displacement of its rotary engine for decades.
I first got involved in this in the early 1970s, the Wankel’s heyday. That’s when almost everybody was interested in this ingenious new engine, for good reason. Covering it closely as a journalist, I was happy with the convention that the displacement of a single rotor was rated as double the swept volume of one of the three combustion chambers that surrounded that rotor.
There seemed to be some logic to this. At the output shaft, this matched the pattern of power strokes of a four-stroke engine. This was the rating used by the international racing authorities for Wankel displacement. As well, heavyweights in the Wankel world, Daimler-Benz, Ford and General Motors, concluded that the “equivalent displacement” was double that of a single chamber. On that basis, the RX-7, with its two rotors, would have a displacement of 573cc x 2 x 2, or 2,292cc.
Then one evening in 1973, I was dining at the Dearborn Inn with G. Fred Leydorf, an advanced-engine engineer at American Motors. Fred had worked on a joint rotary-engine project with Renault and was liaising with Curtiss-Wright on the Wankel engine that was scheduled to power the Pacer. He knew his rotaries.
“The thing about the Wankel,” said Fred, “is that its displacement is bigger than people think. You have to follow all its chambers through their complete working cycles. With the Wankel, that takes three revolutions of its output shaft, not the four-stroke reciprocating engine’s two revolutions. If you do that, you find that all three chambers of each rotor complete the four-stroke cycle-so they have to be counted in its displacement.”
The light dawns! Suddenly the Wankel is seen for what it is: a brilliant design that packs a lot of working volume into a small package. You’d think its creators would be boasting about how much “cylinder” capacity they’ve managed to build into its compact housing, a tribute to Felix Wankel’s genius. In a 1963 study of racing classifications, one of Europe’s most respected engine experts, Prof. Eberan von Eberhorst, came down firmly in favor of a triple-chamber rating.
That’s just the way the engine was seen at first by Germany’s NSU, the little company that took the gamble of licensing and building the first Wankels. When Max Bentele, then a Curtiss-Wright engineer, first visited NSU in mid-1958, he copied down a list of all NSU’s present and future Wankels. NSU showed the displacement of each as triple its single chamber. The first engines, which had 125cc chambers, were classified as 375cc. Projected engines with 500cc chambers were described as 1.5-liter units in single-rotor form and as 3.0-liter engines with two rotors.
Bentele brought the NSU engineers up short. “Aren’t you asking for trouble?” he said. “We have no problem in the U.S. with taxation on the basis of engine size, but you do in Europe. Why do you mention three chambers when you could mention only one?” NSU did indeed go back to a single-chamber rating for all its Wankels. Mazda did likewise, and has done so ever since.
I did some writing on the subject in 1973 that led to correspondence with many experts, including Felix Wankel. Then I got involved in the discussion for real in 1974 when I learned that the Society of Automotive Engineers (SAE) was setting up a Rotary Engine Subcommittee to establish clear definitions for the engine’s components and functions so that all engineers could sing from the same song sheet. I managed to wangle a place for myself on it.
Needless to say, I pushed hard for all three chambers to be counted in a definition of displacement. My first proposal was for that to be adopted in parallel with an “SAE displacement” of two chambers per rotor to pacify the car makers who were comfortable with this. At a subcommittee meeting on February 25, 1975, I made a major presentation, complete with slides, defending the counting of all three chambers of any and all rotors.
Had I not weighed in as I did, I’m pretty sure that SAE J1220, approved in June 1978, wouldn’t have included a definition that counted all three chambers. In fact, unable to agree, we hedged our bets by satisfying everybody. One chamber was defined as “Geometric Displacement,” two were “Equivalent Displacement” and three were “Thermodynamic Displacement.”
You can take your pick. But believe me, if you want to understand the Wankel’s pros and cons, the best way to do so is to consider all three chambers of each rotor-even if Mazda doesn’t want to!
They judged the displacement based off 1 full rotation of the crank/eccentric shaft because thats hiws its done with a oiston engine, but it reality that is only 1/3 the full displacement if the motor becayse triangular rorors and he e-shaft rotates 3 x more than the rotor
the assumption of this engine being a 3438cc is wrong because the part of the engine that acts as a compression chamber is the left side only. and the way that is defined is the sum of all cylinder once they have completed a power stroke
@@canafly1
You are wrong.
Each side of the rotor compresses the air-fuel mixture when the rotor moves inside the housing and each rotor side gets closer to the housing side that has the spark-plugs. Each side of the rotor is a "moving combustion chamber" so evwry side or face of thw rotoe goes trough admision, compression, ignition amd exhaust.
Really good stuff man! These videos are killin' it.
when he said he listened to the 787 for asmr purposes i lost it.
What an incredible history lesson. I've learned a lot from this. I have an RX-8 and just started learning how to work on it :)
Sell that POS as soon as possible
This makes so much sense now. Mazda rates their Wankel engines low on purpose because Japan and Europe tax cars based on engine displacement, which either risked their cars not being sold in certain markets at all, or they would just be too expensive to be normal cars for normal people. So, Mazda decided to count only one chamber for each rotor to avoid extra taxes for their drivers. However, America along with Canada, New Zealand, and Australia does not have this problem and can use the Wankel’s full displacement. So basically, Mazda’s 13B 2 rotor, the “1.3 liter engine”, is actually 3.9 liters and the Le Mans winning R26B 4 rotor is around 7.8 liters! Now, power output and fuel economy makes much more sense
Wankel engine displacement:
- 3√(3) x radius x width x eccentricity (in millimeters)= Geometric Displacement per working chamber
- Geometric Displacement x All 3 chambers= Thermodynamic Displacement per rotor
- Thermodynamic Displacement x number of rotors= Full engine displacement
**This formula applies to ALL Wankel engines
Wankel engine dimensions:
Radius- Rotor radius (generating radius, center to apex)
Width- Rotor width (rotor thickness, depth)
Eccentricity- Offset (radius offset)
**Similar to bore and stroke dimensions of piston engines
Wankel engine equivalency:
1 rotor engine- 3 chambers= 3 cylinders- Inline 3
2 rotor engine- 6 chambers= 6 cylinders- Inline 6, VR6, V6, Flat 6
3 rotor engine- 9 chambers = 9 cylinders- W9 (3-Bank)
4 rotor engine- 12 chambers= 12 cylinders- W12, V12, Flat 12
**Comparison between piston engines and Wankel engines
Revised Mazda Wankel engines
Mazda 3A
3√(3) x 110mm x 45mm x 14mm= 360,093.3629~ 360cc per working chamber
360cc x 3 chambers= 1080cc or 1 liter
*Equivalent to a 1 liter 3 cylinder engine
Mazda 40A
3√(3) x 90mm x 59mm x 14mm= 386,281.9711~ 386cc per working chamber
386cc x 3 chambers= 1158cc or 1.1 liters
*Equivalent to a 1.1 liter 3 cylinder engine
Mazda L8A
3√(3) x 98mm x 56mm x 14mm= 399,230.7829~ 399cc per working chamber
399cc x 3 chambers= 1197cc per rotor
1197 x 2 rotors= 2394cc or 2.3 liters
*Equivalent to a 2.3 liter 6 cylinder engine
Mazda 10A
3√(3) x 105mm x 60mm x 15mm= 491,036.4039~ 491cc per working chamber
491cc x 3 chambers= 1473cc per rotor
1473cc x 2 rotors= 2946cc or 2.9 liters
*Equivalent to a 2.9 liter 6 cylinder engine
Mazda 12A/12B
3√(3) x 105mm x 70mm x 15mm= 572,875.8046~ 573cc per working chamber
573cc x 3 chambers= 1719cc per rotor
1719cc x 2 rotors= 3438cc or 3.4 liters
*Equivalent to a 3.4 liter 6 cylinder engine
Mazda 13A
3√(3) x 120mm x 60mm x 17.5mm= 654,715.2034~ 655cc per working chamber
655cc x 3 chambers= 1965cc per rotor
1965cc x 2 rotors= 3930cc or 3.9 liters
*Equivalent to a 3.9 liter 6 cylinder engine
Mazda 13B/Renesis
3√(3) x 105mm x 80mm x 15mm= 654,715.2034~ 654cc per working chamber
654cc x 3 chambers= 1962cc per rotor
1962cc x 2 rotors= 3924cc or 3.9 liters
*Equivalent to a 3.9 liter 6 cylinder engine
Mazda 16X/SkyActiv-R
3√(3) x 122mm x 70mm x 18mm= 798,752.5504~ 798cc per working chamber
798cc x 3 chambers= 2394cc per rotor
2394cc x 2 rotors= 4788cc or 4.7 liters
*Equivalent to a 4.7 liter 6 cylinder engine
Mazda 13G/20B
3√(3) x 105mm x 80mm x 15mm= 654,715.2034~ 654cc per working chamber
654cc x 3 chambers= 1962cc per rotor
1962cc x 3 rotors= 5886cc or 5.8 liters
*Equivalent to a 5.8 liter 9 cylinder engine
Mazda 13J/R26B
3√(3) x 105mm x 80mm x 15mm= 654,715.2034~ 654cc per working chamber
654cc x 3 chambers= 1962cc per rotor
1962cc x 4 rotors= 7848cc or 7.8 liters
*Equivalent to a 7.8 liter 12 cylinder engine
You get the idea. Wankel rotary engines are actually much bigger than we thought they were, despite their tiny physical appearances. With all this in mind, the Wankel’s true brilliance becomes apparent: This engine packs a lot of power and displacement in a small lightweight package. To fully understand these engines, all three working chambers for each rotor must be counted, regardless of Japan and Europe’s taxation regulations. Once we do that, we can finally accept the Wankel’s weird quirks and pure genius. Big things really does come in small packages. Brap on, Rotorheads!
at any given time, only the displacement of a single chamber makes power...
It's completely wrong to calculate it as 3900cc because only 1300cc makes power. There are also 2 stroke engines which also make power stroke each 360 degrees and have the crankcase volume the same as this wankel has. Do you calculate it also? With that logic, you should also state that turbo engines have the displacement multiplied with the boost. But you don't do it, do you?
Yes and no. Crank rotates 3x for 1 full revolution of the rotor. They are considered 1.3 liter engines because displacement is judged based off 1 full rotation of the crankshaft/eccentric shaft. For 1 revolution of the rotor, the displacement is 3.9 liters
@@gremotorsports well that doesn't make much sense considering all 2 stroke engines are officially measured exactly as 4 strokes are, though in motorsports they're given double the displacement class due to their hp advantage
I did not read it all but seems you Love your Rotary engines.
That is the common with this types of engines ?
People either Love them.
Or NOT, lol.
Great explanation of each Rotary engine too.
Omg that 787b sound is AMAZING!
Loved the engine, the sounds and the rap
dude u are truly the GOAT
you just did an outro in spanish ur soo funny mn and u teach me soooo much
You seem to good to be true! Excellent composition, and total control of the subject matter!
Thanks mate, awesome video as always
I'm Spanish and I found that rap absolutely hilarious. Thanks for making it!
You are CRAZY GOOD at this... loved the video
HAS NOT FAILED ME EITHER 13B STREETPORT REBUILT BY ME GOT THE FC3S NON RUNNINH DONT KNOW ONE THAT WAS BEFORE NOW AEM GAUGR WIDEBAND A MUST DOG... still perfection even after a flood
when you show the 12a intake manifold that is a 4 port intake those 2 other ports are for coolant and are used to help the engine get warm air when cold and cold air when hot. The 6 port eqeuvalent was very rare
The first sponsorship for something that I would actually buy!
I had a '71 Mazda R100 with the model 10A engine. Great car. Had 16k original miles on it.
love your videos -forgot to said mazda RX-7 first gen(last year of first gen) came with 13B fuel ingection 13B model -Mazda introduced the GSL-SE sub-model. The GSL-SE had a fuel injected 1,308 cc (1.3 L) 13B RE-EGI engine rated at 135 hp (101 kW; 137 PS) and 133 lb⋅ft (180 N⋅m). GSL-SE models had much the same options as the GSL (clutch-type rear LSD and rear disc brakes), but the brake rotors were larger, allowing Mazda to use the more common lug nuts (versus bolts), and a new bolt pattern of 4x114.3mm (4x4.5"). Also, they had upgraded suspension with stiffer springs and shocks. The external oil cooler was reintroduced, after being dropped in the 1983 model-year for the controversial "beehive" water-oil heat exchanger.-Good job do more videos-THANKS.
I have to learn how to make this engine from scratch as it needs some changes to make it live up to it's capabilities. Seems I have to get a lot of CNC machines I simply can't afford at the moment but I will not give up as this engine is the solution the world has been looking for but never knew it needed. I will couple this engine with another technology that should change our world for the better. Wish me luck as I am going to need it.
I absolutely love your content and my heart belongs to rotaries and i will own another one eventually (long story, but short version is life happened and i had to sell my FC a couple years ago. I habe a z31 now but will eventually have another fc). AEM makes the best air/fuel ratio gauges on the market. I will be buying an AEM standalone soon ish, thanks to your content bringing attention back to their ecu’s as I literally forgot they made ecu’s lol 😆
You have a thing for slightly bloated 80’s GT versions of classic Japanese muscle cars, apparently. Were they both turbocharged?
This is the best, thank you. I had a 71 RX2 until I didn't...
so waited for this !!!! thank u
Every engine to this guy is iconic lol
You forgot the semi peripheral port but I'm not mad. Very informative.
My best engineer of all time . man i really love you videos
Had my 05 rx8 for 2 years now and I tell ya, it's a love/hate relationship
I'm glad I found this video, I love my FC
I'm sure I'm late as a Johnny come lately during lockdown, but the 1984+ 13B had variable intake timing. I might have worked on a few dozen...as well as big turbo 13Brew builds.
Love this series. Not sure if it’s too late but would love to see an episode on Ford (Europe) 2.0 L Pinto engine, from late 60’s carbed versions to 80’s EFI right up until Cosworths YB version 😎 subbed and, keep up the great work!
What a great video, very well done. The waiting paid off 👍
I wanted to tell you why I wanted to see the Ford Pinto/YB engine here. Its one oft the most iconic Ford engines ever made. From 1970 till early 90s build you find this engine in almost every Ford model. Escort RS2000 over Mustang and Transit and many others up to the Sierra Cosworth in the DTM (yeah, homologation 😉).
About the Ford 1.7 Zetec-S, if you will do the MZR these two engines are very similar in design. And I got two new engines whitch I would like to see, the VW ABF and the KR/PL (from Golf GTI mk 2+3)
PS: the AEM air/fuel ratio gauge is a iconic themself 😉👍
I haven't run into this video in all of the years I've been subscribed lol but this is the one video that even applies to me engine wise 😆🤦🏻♂️
You've got the Scotty arm waving...gotta be good!
You know that your mind is eff'd up, when you recognize the setting (black 2-seater leather couch in front of a white wall)
Displacement is such a backwards area for these motors here. The UK Govt treats the 13b as 2.6 litre for taxation purposes.
Their logic being, it has double the power strokes per cycle than a 4-stroke piston engine, much like a 2-stroke does, ergo, it's double the displacement in their eyes.
A 3 rotor would be considered 3.9l, 4 rotor - 5.2l, and so on...
By that standard, all 2-stroke bike engines should be taxed at double their displacement, but that's never been the case.
Me @2:54
"What part of the 13B is that?? Oh... It's actual Doritos" 🤦♂️🤣
I love my 13b FC
Thank you so much I needed to know this before getting the rx7 fc
Had an '89 GTUs. Was a headache but I have absolutely no regrets. Infact only regret I have is not getting a Turbo II when 8 had the chance and getting an Na. Buy a turbo....
Coming back to this video 2 years on. With Mazda now using the rotary as a range extender, I still find my self puzzled that nobody it the many years thought to adapt direct injection to the rotary.
Nice job man
Great stuff as always, he'll yes AEM, hoping all is well in your neck of the woods from the virus
Thank you, and thanks for the concern. It's pretty much the same and everywhere. A combination of panic, hoarding and hopes it will be over soon :)
That rap at the end was adorable.
2jz was first mass produced sequential turbo engine, released in 1991 in the aristo, the 13b sequential system was introduced in 92.
Mazda is THE underdog confirmed
I know of one unusual use of the Mazda rotary engine. It has been used for Gyroplane training in an experimental aircraft since the early 1990’s.
Sealing the champers can b still done w/curve cut out pnts if u just hve bigger champers. Prt of a round circle can seal up a camber no problem.
13:55 Not a 6PI, it's a 4 port carb manifold. The small rusty holes between the clean ports are water heating for the manifold.
93 rx7 modded is still the funnest car I had. ND miata supercharged is a close second. Rotory is a pita to rebuild.
In Germany the rotary engine has no displacement. In my papers it is stated as " Hubraum : - keiner - ( Wankelmotor ) " what means " Displacement : - none- ( rotary engine ). Tax is calculated by weight and emissions. Because I have a RX 7 FC Turbo with working catalytic converter ( Schadstoffarm ab Tag der Auslieferung ) it cost me exactly 100 € per year...
I have another video suggestion for you, how about a video on the Mazda B Engine as found in the MX-5 and 323 GT-R?
whaat mx5?
this dude poked my eyes out!
Using bone to get around resonance doesn't sound like a bad idea, it's still used on a lot of high end guitars for the nuts where the vibrating strings rest in channels.
Loved the rap part!! Thanks
Jaja. Muy buen video la verdad.
Saludos desde España