Turbo, Blow off valves and dose / flutter sounds. What more could you EVER want!? Nice to see, most of them are from down under though!!!
The Queen Street Group: Famous among the young car enthusiasts. Being one of the first few customs shops (panel beaters/body shops) to provide “House of Kolor” paintjobs back then they were called Queen Street Smash Repairs, they became famous in an instant.
Today, they have custom built rotaries, chopper motorcycles, as seen on the video now HYPERCARS and SUPERCARS. They’ve recently become quite popular with these wedding entourage services.
Most of the videos are amateur recordings, I believe the professional videos will be released by the Queen Street Group themselves when editing is finished. Feel free to check out their website or Facebook page.
People always complain when an RX7 swaps out a Rotary for an SR20 (or any other Silvia motor). Some may wonder ..Why do they swap it out?
- Cheaper parts
- Easier to find parts
- MUCH more reliable
But.. either way you get the badge of RUINED. As you’re no longer a rotary owner – and a shame to the RX family.
The question is.. what happens if.. an S14 Silvia – 240sx gets the transplat? Is the car ruined or “perfected”?
Credit goes to:
http://www.definedautoworks.com/
You be the judge!
Mazda will bring back the RX7 in 2017, with less weight, less complexity and a greater emphasis on driver involvement.
Mazda Motor Corporation’s sports car chief Nobuhiro Yamamoto said that the return of the RX-7 will mark 50 years since the introduction of Mazda’s first rotary-engined car, the Cosmo Sport, in 1967.
By the time the next-generation model arrives, it will have been 15 years since the RX-7 departed Mazda showrooms.
Production of the FD3S RX-7 ended in 2002, with that model built purely for the Japanese domestic market. Local RX-7 imports ceased in 1998.
Yamamoto was the powertrain head for the FD3S, and has a lot of fond memories of that car. He was also involved in the RX-7′s win at Bathurst in 1992 – the last time he’d set foot in Australia.
As you would expect, bringing back the RX-7 has been high on his agenda.
However Yamamoto stressed that the new model wouldn’t quite follow the lead of the FD RX-7. Asked if the next-generation RX-7 will feature forced induction, Yamamoto replied “maybe not”.
“At this time it has not been determined. Maybe later in life it will be turbo, but to start with maybe not”
Instead, Yamamoto favours a naturally-aspirated development of the new 16X rotary engine, which was unveiled in 2007 but has yet to find its way into a production car.
Displacing 1.6 litres (the previous-generation rotary,the 13B/Renesis, only displaced 1.3 litres), Yamamoto says the 16X is capable of up to 300 metric horsepower (220kW) in a naturally-aspirated configuration.
Yamamoto added that, with the use of a special catalyst, the engine will have no problem meeting the ultra-restrictive Euro VI emissions legislation that will be in place by 2017.
As the man who designed the Le Mans-winning Mazda 787B’s R26B rotary engine, which developed 700hp from just 2.6 litres, Yamamoto should know a thing or two about extracting the most from a rotary.
Key among Yamamoto’s powertrain requirements was throttle responsiveness and linearity of power delivery.
He told that the stepped power delivery of the FD RX-7′s sequential twin-turbochargers was not ideal for a sports car and that a larger single turbocharger would result in too much throttle lag. Therefore, a naturally-aspirated rotary is the best solution. But while 220kW might sound low compared to many other modern sports cars, Yamamoto says that the new RX-7 will be light enough to make the most of its power.
While he was coy about the RX-7′s target weight, he said it “would definitely be lighter” than the 1310kg FD RX-7, and “probably around the weight of the Toyota 86″ (1250kg).
Source:
http://rotarypowercrew.com/2012/12/22/2017-the-return-of-an-icon-mazda-rx7/
Yamamoto says that the RX-7 will be a premium product, and will likely wear a pricetag that’s higher than cars like the 370Z.
Expected to be built atop a variation of the next-generation MX-5′s platform, the new RX-7 will employ a range of weight-saving technologies to keep its mass down. Yamamoto said that aluminium body panels will be used extensively, although more exotic materials like carbon fibre won’t be due to their greater cost and more energy-intensive manufacturing processes. It won’t, however, be anywhere near as light as its MX-5 brother, which is expected to weigh around 1000kg when it debuts in 2014.
The RX-7 will also be noticeably larger than the MX-5, with a stretched wheelbase to accomodate a pair of small rear seats for the Japanese market. As with the previous generation, the new RX-7 will be a two-seater in Western markets.
Yamamoto also told that hybrid or EV powertrains were not suitable for a car like the RX-7. He said that although KERS-like hybrid systems and all-electric powertrains were capable of delivering big torque, their smoothness and near-silent characteristics didn’t deliver much in the way of driver enjoyment.
“For a pure sports car, it must be internal combustion,” he said.
Is this the future of vehicle engines? The idea does seem quite great, but leaves so many questions. The video as informative as it is, does not answer any common questions that several users have asked. By Duke Engines – New Zealand. – We recommend watching the video before reading further down.
- So it saves weight – by using less parts?
If this was the concern, today everyone would be driving Jet Turbine powered engines, they make enough power, they use less parts than ANYTHING and weigh reasonably enough to be placed in a vehicle.
- Why build combustion engine, when everyone else is going green with electric motors?
It just doesn’t really make sense, regardless of how much fuel this eats, it’ll EAT! – Electric doesn’t, combined with a combustion engine to charge up the electric and get it around here and there, and it’ll eat way less than this thing would.
- In terms of design, lubrication seems like it will be a huge problem
A crank that turns in such a motion will need good lubrication and regular oil changes (not that the current engines don’t) – But the friction in this design and repair would surely be impossible – Those who are a little “machine-shop” savvy will know that machining something like this would be a mission!
In conclusion, (from a personal perspective, not an expert) – This engine will most probably fail wear & tear tests, but if it does ever make it – Definitely would like to hand it to the New Zealand based company, it isn’t easy to compete in today’s market – Let alone with ENGINES, parts are one thing, but engines are crazy.
If this engine produces as much power as the rotary, it will most probably hit the streets – In terms of reliability it does not looking promising at all. The video, although very explanatory, it lacks to answer so many questions that would have obviously been asked (as you will see in the many comments).
Meet Mad Mike!
From New Zealand, a very well known drifter that slides around in a rotary. Sponsored by Red Bull and Haltech and so many more companies. Some people may think, pfft how would I know anyone from NZ just another typical drifter, well if you’ve ever played Need for Speed Shift Unleashed, that’s Mad Mike’s Rotary right there!
Photos provided by Haltech.