The new Rotary book is finally available!
05-15-2009, 02:42 AM
#28
Super Moderator
Might be interested, can someone give me the low down on (feedback) Mark Warner please.
05-15-2009, 08:30 AM
#29
Registered
Thread Starter
I'll quote Mark's words from the 7 forum:
"Here's the chapter list, below. If it helps make your decision to purchase the book or not, I had help from over 60 rotary engine experts in writing & reviewing the book, including engineers from Mazda and experts like Paul Yaw, Glen Weaver, Cam Worth, Fred Swain, et al. In other words, I think it's a pretty decent compilation of the current collective wisdom on rotary engine performance mods.
At last count, the book was 85,000 words long and had over 415 images and photographs. If you're already a world-renowned expert on rotary engines, the book isn't for you. But if you're an average enthusiast, IMHO it would be a nice addition to your bookshelf. I didn't write the book to get rich (I would have made a lot more flipping burgers at McDonalds, given the amount of time I put into it); rather, I wrote it simply because I'm a mechanical engineer who's always been fascinated by the Wankel. I just wanted to write a book that explained a) how this incredible machine works; and b) how to modify it for increased performance. You will have to be the judge of whether I hit those goals or not."
Cheers,
Mark
Chapter 1: The History of the Rotary Engine
Chapter 2: Rotary Engine Basics & Power Production
Chapter 3: Intake & Exhaust Porting
Chapter 4: Internal Engine Components
Chapter 5: Exhaust Systems
Chapter 6: Intake Systems
Chapter 7: Fuel Systems
Chapter 8: Engine Management Systems
Chapter 9: Ignition Systems
Chapter 10: Oil & Lubrication Systems
Chapter 11: Cooling Systems
Chapter 12: Turbochargers, Superchargers & Forced Induction
Chapter 13: Nitrous Oxide, Water & Alcohol Injection
"Here's the chapter list, below. If it helps make your decision to purchase the book or not, I had help from over 60 rotary engine experts in writing & reviewing the book, including engineers from Mazda and experts like Paul Yaw, Glen Weaver, Cam Worth, Fred Swain, et al. In other words, I think it's a pretty decent compilation of the current collective wisdom on rotary engine performance mods.
At last count, the book was 85,000 words long and had over 415 images and photographs. If you're already a world-renowned expert on rotary engines, the book isn't for you. But if you're an average enthusiast, IMHO it would be a nice addition to your bookshelf. I didn't write the book to get rich (I would have made a lot more flipping burgers at McDonalds, given the amount of time I put into it); rather, I wrote it simply because I'm a mechanical engineer who's always been fascinated by the Wankel. I just wanted to write a book that explained a) how this incredible machine works; and b) how to modify it for increased performance. You will have to be the judge of whether I hit those goals or not."
Cheers,
Mark
Chapter 1: The History of the Rotary Engine
Chapter 2: Rotary Engine Basics & Power Production
Chapter 3: Intake & Exhaust Porting
Chapter 4: Internal Engine Components
Chapter 5: Exhaust Systems
Chapter 6: Intake Systems
Chapter 7: Fuel Systems
Chapter 8: Engine Management Systems
Chapter 9: Ignition Systems
Chapter 10: Oil & Lubrication Systems
Chapter 11: Cooling Systems
Chapter 12: Turbochargers, Superchargers & Forced Induction
Chapter 13: Nitrous Oxide, Water & Alcohol Injection
05-20-2009, 05:50 PM
#33
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Getting through the book slowly but steadily, it has a massive amount of information, a really good read, learning a lot, was a bit disappointed that as far as I can tell there's no mention of the 2009 model engine revisions.
Totally recommend the book to even the more experienced guys here, there's a wealth of information and history about everything related to the wankel rotary.
Totally recommend the book to even the more experienced guys here, there's a wealth of information and history about everything related to the wankel rotary.
05-20-2009, 07:32 PM
#34
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The book was written over the past 2 years. The deadline for the written part to be done was last summer. Not much was really known about the '09 engine then. Certainly not enough to get it incorporated in time. There are even things that were supposed to make it in the book that didn't.
05-21-2009, 11:01 AM
#37
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The book was written over the past 2 years. The deadline for the written part to be done was last summer. Not much was really known about the '09 engine then. Certainly not enough to get it incorporated in time. There are even things that were supposed to make it in the book that didn't.
Yea that's what I figured, really enjoying the book though. I'm a bit sad the supercharger section is extremely short (1 page) though I guess that's for book 2?
Looking forward to finishing the book this weekend
05-21-2009, 11:27 AM
#38
Is Nifty
It's a very good book as far as explaining all of the concepts of a rotary, perfect for your average enthusiast. I read it at work when I feel like not working. I think a second book that would build off of the first book would be amazing.
Last edited by Shnifty; 05-21-2009 at 11:29 AM.
05-21-2009, 11:39 AM
#39
Power!!
Just ordered mine. 
Amazon shows 2 in stock but I checked our system and we have more that can be dropshipped from our distributors.
Fred: If Mark has trouble getting a second book published Amazon offers "Make on Demand" publishing at some of our facilities for "lower volume" titles. If he's interested I know the guy that runs the program and could find out more for him.
Basically we keep a digital copy on file and when an order comes in we print it and bind it right there. Looks just like a professional paperback.
Details here: http://www.amazon.com/Publishing-Mon...&node=15347561
Amazon shows 2 in stock but I checked our system and we have more that can be dropshipped from our distributors.
Fred: If Mark has trouble getting a second book published Amazon offers "Make on Demand" publishing at some of our facilities for "lower volume" titles. If he's interested I know the guy that runs the program and could find out more for him.
Basically we keep a digital copy on file and when an order comes in we print it and bind it right there. Looks just like a professional paperback.
Details here: http://www.amazon.com/Publishing-Mon...&node=15347561
Last edited by shaunv74; 05-21-2009 at 11:42 AM.
02-04-2010, 09:05 AM
#40
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I finally got this book (two weeks delivery, I was dying) and have read large portions of it. Keep in mind that not only am I a rotary noob, but also a car noob, so take what I say here with a grain of salt.
First of all, this book should be licensed by rx8club and posted prominently in the Tech and Performance forum. It walks you through many of the issues associated with rotary engine power production in a way that's much easier to digest than jumping through a thousand threads and trying to piece it all together.
Second, I finally understand why the Renesis engine and RX-8 has left a lot of the RX-7 guys flummoxed. It seems like stock 13Bs on the RX-7s (coupled with the admittedly significant passage of time that allowed for new innovations) left a lot more room for power optimizations. Time and again, Warner points to an area of the RX-8 and says, you really shouldn't touch this - Mazda did an excellent job.
A good example is the ports - port area increased significantly over the 13B, and there's very little room to do a porting job that doesn't compromise engine integrity or lead to overlap beyond cleaning up the runner and bowl. Likewise, unless you're going to drop serious coin for racing purposes, the stock rotors and apex seals should be left alone. Then there's the intake that should be left alone except in specialized circumstances.
So at the end of the day, you're looking at dropping as much (rotational) weight as you can, tweaking the exhaust system, and going FI, the last of which has ended many an engine. And if you do go FI, it should probably be a Series II, which don't exist in any kind of significant quantity. Maybe you play with the maps or ignition system too. But for the most part, it looks like Mazda pulled almost all the power that would be pulled by someone looking to mod the car for mostly street use.
I'm sure that's an over simplification, and I don't doubt the worth of dropping 8k or more into the engine to go racing. Be I also see a *lot* of guesswork on these forums by both drivers and aftermarket companies trying to squeeze more power out of the engine. A lot of it is at the edges of making a big difference in power with a relatively poor cost-benefit ratio. A lot of people are pissed that they can't get a lot more power out of their car with simple bolt-ons. And some are pissed when they attempt something really complex and blow out an engine (although to be fair, a lot of those people accept what they were trying to do and just drop more coin to fix it).
The Renesis is optimized far beyond what prior rotaries were. And even if you dropped it in a lighter car, I think you'd still have problems getting more power out of it. 2700 pounds would get marginally better performance numbers. But I'm not sure it solves the underlying "issue' with this engine, which is that for the average modder, the performance is more or less tapped out. It's why we haven't seen the Series II come with a power boost, and why Mazda's been doing development on the 16X. There may be some crazy hidden potential in the 1300cc Renesis, but so far, no one's found it.
First of all, this book should be licensed by rx8club and posted prominently in the Tech and Performance forum. It walks you through many of the issues associated with rotary engine power production in a way that's much easier to digest than jumping through a thousand threads and trying to piece it all together.
Second, I finally understand why the Renesis engine and RX-8 has left a lot of the RX-7 guys flummoxed. It seems like stock 13Bs on the RX-7s (coupled with the admittedly significant passage of time that allowed for new innovations) left a lot more room for power optimizations. Time and again, Warner points to an area of the RX-8 and says, you really shouldn't touch this - Mazda did an excellent job.
A good example is the ports - port area increased significantly over the 13B, and there's very little room to do a porting job that doesn't compromise engine integrity or lead to overlap beyond cleaning up the runner and bowl. Likewise, unless you're going to drop serious coin for racing purposes, the stock rotors and apex seals should be left alone. Then there's the intake that should be left alone except in specialized circumstances.
So at the end of the day, you're looking at dropping as much (rotational) weight as you can, tweaking the exhaust system, and going FI, the last of which has ended many an engine. And if you do go FI, it should probably be a Series II, which don't exist in any kind of significant quantity. Maybe you play with the maps or ignition system too. But for the most part, it looks like Mazda pulled almost all the power that would be pulled by someone looking to mod the car for mostly street use.
I'm sure that's an over simplification, and I don't doubt the worth of dropping 8k or more into the engine to go racing. Be I also see a *lot* of guesswork on these forums by both drivers and aftermarket companies trying to squeeze more power out of the engine. A lot of it is at the edges of making a big difference in power with a relatively poor cost-benefit ratio. A lot of people are pissed that they can't get a lot more power out of their car with simple bolt-ons. And some are pissed when they attempt something really complex and blow out an engine (although to be fair, a lot of those people accept what they were trying to do and just drop more coin to fix it).
The Renesis is optimized far beyond what prior rotaries were. And even if you dropped it in a lighter car, I think you'd still have problems getting more power out of it. 2700 pounds would get marginally better performance numbers. But I'm not sure it solves the underlying "issue' with this engine, which is that for the average modder, the performance is more or less tapped out. It's why we haven't seen the Series II come with a power boost, and why Mazda's been doing development on the 16X. There may be some crazy hidden potential in the 1300cc Renesis, but so far, no one's found it.
Last edited by zeru57; 02-04-2010 at 09:08 AM.
02-10-2010, 09:15 PM
#43
Huge hole is huge
02-10-2010, 10:55 PM
#44
Nice book, ill have to order it... and hey RotaryGod... I dont suppose your going to the Texas State meet ehh??? http://www.thetexas8.com/
You couldnt make it last year so what about this year? Get some of those dang Houston guys to come as well as they seem to be quiet and in a world of their own.
/end thread jack
You couldnt make it last year so what about this year? Get some of those dang Houston guys to come as well as they seem to be quiet and in a world of their own.
/end thread jack
02-11-2010, 06:28 AM
#46
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I finally got this book (two weeks delivery, I was dying) and have read large portions of it. Keep in mind that not only am I a rotary noob, but also a car noob, so take what I say here with a grain of salt.
First of all, this book should be licensed by rx8club and posted prominently in the Tech and Performance forum. It walks you through many of the issues associated with rotary engine power production in a way that's much easier to digest than jumping through a thousand threads and trying to piece it all together.
Second, I finally understand why the Renesis engine and RX-8 has left a lot of the RX-7 guys flummoxed. It seems like stock 13Bs on the RX-7s (coupled with the admittedly significant passage of time that allowed for new innovations) left a lot more room for power optimizations. Time and again, Warner points to an area of the RX-8 and says, you really shouldn't touch this - Mazda did an excellent job.
A good example is the ports - port area increased significantly over the 13B, and there's very little room to do a porting job that doesn't compromise engine integrity or lead to overlap beyond cleaning up the runner and bowl. Likewise, unless you're going to drop serious coin for racing purposes, the stock rotors and apex seals should be left alone. Then there's the intake that should be left alone except in specialized circumstances.
So at the end of the day, you're looking at dropping as much (rotational) weight as you can, tweaking the exhaust system, and going FI, the last of which has ended many an engine. And if you do go FI, it should probably be a Series II, which don't exist in any kind of significant quantity. Maybe you play with the maps or ignition system too. But for the most part, it looks like Mazda pulled almost all the power that would be pulled by someone looking to mod the car for mostly street use.
I'm sure that's an over simplification, and I don't doubt the worth of dropping 8k or more into the engine to go racing. Be I also see a *lot* of guesswork on these forums by both drivers and aftermarket companies trying to squeeze more power out of the engine. A lot of it is at the edges of making a big difference in power with a relatively poor cost-benefit ratio. A lot of people are pissed that they can't get a lot more power out of their car with simple bolt-ons. And some are pissed when they attempt something really complex and blow out an engine (although to be fair, a lot of those people accept what they were trying to do and just drop more coin to fix it).
The Renesis is optimized far beyond what prior rotaries were. And even if you dropped it in a lighter car, I think you'd still have problems getting more power out of it. 2700 pounds would get marginally better performance numbers. But I'm not sure it solves the underlying "issue' with this engine, which is that for the average modder, the performance is more or less tapped out. It's why we haven't seen the Series II come with a power boost, and why Mazda's been doing development on the 16X. There may be some crazy hidden potential in the 1300cc Renesis, but so far, no one's found it.
First of all, this book should be licensed by rx8club and posted prominently in the Tech and Performance forum. It walks you through many of the issues associated with rotary engine power production in a way that's much easier to digest than jumping through a thousand threads and trying to piece it all together.
Second, I finally understand why the Renesis engine and RX-8 has left a lot of the RX-7 guys flummoxed. It seems like stock 13Bs on the RX-7s (coupled with the admittedly significant passage of time that allowed for new innovations) left a lot more room for power optimizations. Time and again, Warner points to an area of the RX-8 and says, you really shouldn't touch this - Mazda did an excellent job.
A good example is the ports - port area increased significantly over the 13B, and there's very little room to do a porting job that doesn't compromise engine integrity or lead to overlap beyond cleaning up the runner and bowl. Likewise, unless you're going to drop serious coin for racing purposes, the stock rotors and apex seals should be left alone. Then there's the intake that should be left alone except in specialized circumstances.
So at the end of the day, you're looking at dropping as much (rotational) weight as you can, tweaking the exhaust system, and going FI, the last of which has ended many an engine. And if you do go FI, it should probably be a Series II, which don't exist in any kind of significant quantity. Maybe you play with the maps or ignition system too. But for the most part, it looks like Mazda pulled almost all the power that would be pulled by someone looking to mod the car for mostly street use.
I'm sure that's an over simplification, and I don't doubt the worth of dropping 8k or more into the engine to go racing. Be I also see a *lot* of guesswork on these forums by both drivers and aftermarket companies trying to squeeze more power out of the engine. A lot of it is at the edges of making a big difference in power with a relatively poor cost-benefit ratio. A lot of people are pissed that they can't get a lot more power out of their car with simple bolt-ons. And some are pissed when they attempt something really complex and blow out an engine (although to be fair, a lot of those people accept what they were trying to do and just drop more coin to fix it).
The Renesis is optimized far beyond what prior rotaries were. And even if you dropped it in a lighter car, I think you'd still have problems getting more power out of it. 2700 pounds would get marginally better performance numbers. But I'm not sure it solves the underlying "issue' with this engine, which is that for the average modder, the performance is more or less tapped out. It's why we haven't seen the Series II come with a power boost, and why Mazda's been doing development on the 16X. There may be some crazy hidden potential in the 1300cc Renesis, but so far, no one's found it.
With the simple I/H/E set up for a renesis where people have dropped well over a grand and get 10-12 HP at best, I did the same setup on my VQ3.5 motor spent, 600 bucks and got 24WHP and 32WTRQ, saying that i say this, the VQ is no where near its limit from factory , so Nissan gave its owners room to improve on, the renesis is what it is from factory, tapped out.
02-11-2010, 11:16 AM
#47
Registered
Thread Starter
Nice book, ill have to order it... and hey RotaryGod... I dont suppose your going to the Texas State meet ehh??? http://www.thetexas8.com/
You couldnt make it last year so what about this year? Get some of those dang Houston guys to come as well as they seem to be quiet and in a world of their own.
/end thread jack
You couldnt make it last year so what about this year? Get some of those dang Houston guys to come as well as they seem to be quiet and in a world of their own.
/end thread jack
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