Renesis 2
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acording to the # renesis posted the engine is as long (fron front to back) as a 12a or very similar, its diference is that it is taller and wider
this would push back the engine more than a 13b, very good for packeging and for weight distribution
this would push back the engine more than a 13b, very good for packeging and for weight distribution
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Last edited by Renesis_8; Sep 11, 2011 at 01:31 PM.
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What I love about this development is that it appears to be going the NA route. I never tried a turbo I liked, even though the recent 335i seems to got turbo lag licked...gotta try one.
But Mazda...give me something that sounds beautiful (the engine, not the exhaust!), is perfectly linear, smoother than silk, revs up quick, doesn't hold on to revs on upshifts, and revs to the moon. Just like now, just more of everything!
Power characteristics never gets the amount of print that HP stats do, but it's what makes an engine great IMO. If a mazda engineer were to peruse this site, they'd see more "go FI and high HP" comments than "improve on the characteristics of the renesis" comments, which is too bad, but it's a statement on today's "enthusiast."
But Mazda...give me something that sounds beautiful (the engine, not the exhaust!), is perfectly linear, smoother than silk, revs up quick, doesn't hold on to revs on upshifts, and revs to the moon. Just like now, just more of everything!
Power characteristics never gets the amount of print that HP stats do, but it's what makes an engine great IMO. If a mazda engineer were to peruse this site, they'd see more "go FI and high HP" comments than "improve on the characteristics of the renesis" comments, which is too bad, but it's a statement on today's "enthusiast."
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I somewhat agree with your stance 9291150. I love the whole NA rotary thing (would not mind a turbo on a MS version of the new rotary car however), nice sounding engine, linear power delivery, smoother than silk, quick rev up, etc. I could do without the high revs. If it revved to 8m, I would be good. If Mazda dropped a 275 HP rotary, it would definately be high up on my list. If Mazda dropped a 300 NA rotary (dyno proven), end game, done deal, take my breath away
Time will tell. I guess I'd rather it be a six port and I pray for unusually light rotors but I haven't heard any suggestions of such so I won't hold my breath.
I guess it's this week that we should hear or see something.
Paul.
I guess it's this week that we should hear or see something.
Paul.
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From: Australia
Next Generation RENESIS (Rotary Engine 16X)
Mazda is celebrating 40 years of rotary engine development since the introduction of the rotary engine Cosmo Sport in 1967. To mark the occasion, we have begun development of the direct injection 16X, a 1600 cc (800 cc x 2) powerplant with a new trochoid chamber shape aimed at further improving thermal efficiency and boosting torque at all engine speeds. The 16X is made possible through the experience and technology gained with RENESIS, a unit featuring side exhaust ports and other features that greatly advanced the rotary engine.
All-round change of dimensions
With the next-generation RENESIS, Mazda has changed the cocoon shape of the trochoid rotor housing. This marks a further evolution of the basic structure of the engine which began with an early period of over seven years spent researching the optimum trochoid shape, from the introduction of the first 10A (491cc x 2) in 1967, followed by the 13A (655cc x 2), 12A (573cc x 2) and the current 13B (654cc x 2). This shape change is brought about by reducing the rotor housing width and housing thickness while increasing the trochoid outline, resulting in a displacement increase to 800 cc x 2. But despite this dimensional increase, we were able to keep the engine itself essentially as compact and lightweight as the current RENESIS.
As for its specific shape, increasing the trochoid radius and eccentricity and reducing rotor housing width achieved a longer stroke, thereby shrinking the combustion chamber aspect ratio. Due to this modification, the surface area-to-volume ratio of the combustion chamber decreases, enabling a reduction in cooling losses. Also, since the very tight space in the combustion chamber is reduced, flame growth is promoted and the engine exhibits faster combustion and better fuel economy. As well as improving fuel economy-an essential part of environmental performance-we are simultaneously pursuing higher torque at all engine speeds.
Direct injection technology
The next-generation RENESIS is the first gasoline rotary engine developed to use direct fuel injection. The system inherits the basic design concept of the hydrogen rotary engine, injecting gasoline in a high-pressure spray during the intake cycle, promoting atomization and vaporization of fuel and the formation of a stable air-fuel mixture. The latent heat of fuel vaporization lowers the temperature of the air-fuel mixture, thus raising the engine’s charging efficiency. At the same time, it reduces fuel adhesion to the chamber wall, which has been a problem of the conventional port injection system, while promoting a more homogenous air-fuel mixture. This in turn leads to substantially improved thermal efficiency and increased torque, and Mazda is actively researching further improvements in efficiency.
Aluminum side housing
In developing the new engine, Mazda engineers have dramatically improved both power output and environmental efficiency. They have also contributed to further increases in fuel-economy and driving performance by lightening the vehicle weight. By keeping the engine’s exterior dimensions about the same as the current RENESIS, which allows more of the vehicle’s volume to be devoted to passenger space, and by using an aluminum side housing aiming at lighter weight than the current RENESIS along with various other measures, Mazda continues to advance the merits of the compact and lightweight rotary engine.
Mazda is celebrating 40 years of rotary engine development since the introduction of the rotary engine Cosmo Sport in 1967. To mark the occasion, we have begun development of the direct injection 16X, a 1600 cc (800 cc x 2) powerplant with a new trochoid chamber shape aimed at further improving thermal efficiency and boosting torque at all engine speeds. The 16X is made possible through the experience and technology gained with RENESIS, a unit featuring side exhaust ports and other features that greatly advanced the rotary engine.
All-round change of dimensions
With the next-generation RENESIS, Mazda has changed the cocoon shape of the trochoid rotor housing. This marks a further evolution of the basic structure of the engine which began with an early period of over seven years spent researching the optimum trochoid shape, from the introduction of the first 10A (491cc x 2) in 1967, followed by the 13A (655cc x 2), 12A (573cc x 2) and the current 13B (654cc x 2). This shape change is brought about by reducing the rotor housing width and housing thickness while increasing the trochoid outline, resulting in a displacement increase to 800 cc x 2. But despite this dimensional increase, we were able to keep the engine itself essentially as compact and lightweight as the current RENESIS.
As for its specific shape, increasing the trochoid radius and eccentricity and reducing rotor housing width achieved a longer stroke, thereby shrinking the combustion chamber aspect ratio. Due to this modification, the surface area-to-volume ratio of the combustion chamber decreases, enabling a reduction in cooling losses. Also, since the very tight space in the combustion chamber is reduced, flame growth is promoted and the engine exhibits faster combustion and better fuel economy. As well as improving fuel economy-an essential part of environmental performance-we are simultaneously pursuing higher torque at all engine speeds.
Direct injection technology
The next-generation RENESIS is the first gasoline rotary engine developed to use direct fuel injection. The system inherits the basic design concept of the hydrogen rotary engine, injecting gasoline in a high-pressure spray during the intake cycle, promoting atomization and vaporization of fuel and the formation of a stable air-fuel mixture. The latent heat of fuel vaporization lowers the temperature of the air-fuel mixture, thus raising the engine’s charging efficiency. At the same time, it reduces fuel adhesion to the chamber wall, which has been a problem of the conventional port injection system, while promoting a more homogenous air-fuel mixture. This in turn leads to substantially improved thermal efficiency and increased torque, and Mazda is actively researching further improvements in efficiency.
Aluminum side housing
In developing the new engine, Mazda engineers have dramatically improved both power output and environmental efficiency. They have also contributed to further increases in fuel-economy and driving performance by lightening the vehicle weight. By keeping the engine’s exterior dimensions about the same as the current RENESIS, which allows more of the vehicle’s volume to be devoted to passenger space, and by using an aluminum side housing aiming at lighter weight than the current RENESIS along with various other measures, Mazda continues to advance the merits of the compact and lightweight rotary engine.
Last edited by ASH8; Oct 24, 2007 at 12:44 AM.
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That is quite unexpected. Same size, but a larger volume inside, I couldn't have thought of that. Amazing.
I would like to see the numbers for increase in efficiency. I think its more than we think.
________
Web shows
I would like to see the numbers for increase in efficiency. I think its more than we think.
________
Web shows
Last edited by Renesis_8; Sep 11, 2011 at 01:38 PM.
Next Generation RENESIS (Rotary Engine 16X)
Mazda is celebrating 40 years of rotary engine development since the introduction of the rotary engine Cosmo Sport in 1967. To mark the occasion, we have begun development of the direct injection 16X, a 1600 cc (800 cc x 2) powerplant with a new trochoid chamber shape aimed at further improving thermal efficiency and boosting torque at all engine speeds. The 16X is made possible through the experience and technology gained with RENESIS, a unit featuring side exhaust ports and other features that greatly advanced the rotary engine.
All-round change of dimensions
With the next-generation RENESIS, Mazda has changed the cocoon shape of the trochoid rotor housing. This marks a further evolution of the basic structure of the engine which began with an early period of over seven years spent researching the optimum trochoid shape, from the introduction of the first 10A (491cc x 2) in 1967, followed by the 13A (655cc x 2), 12A (573cc x 2) and the current 13B (654cc x 2). This shape change is brought about by reducing the rotor housing width and housing thickness while increasing the trochoid outline, resulting in a displacement increase to 800 cc x 2. But despite this dimensional increase, we were able to keep the engine itself essentially as compact and lightweight as the current RENESIS.
As for its specific shape, increasing the trochoid radius and eccentricity and reducing rotor housing width achieved a longer stroke, thereby shrinking the combustion chamber aspect ratio. Due to this modification, the surface area-to-volume ratio of the combustion chamber decreases, enabling a reduction in cooling losses. Also, since the very tight space in the combustion chamber is reduced, flame growth is promoted and the engine exhibits faster combustion and better fuel economy. As well as improving fuel economy-an essential part of environmental performance-we are simultaneously pursuing higher torque at all engine speeds.
Direct injection technology
The next-generation RENESIS is the first gasoline rotary engine developed to use direct fuel injection. The system inherits the basic design concept of the hydrogen rotary engine, injecting gasoline in a high-pressure spray during the intake cycle, promoting atomization and vaporization of fuel and the formation of a stable air-fuel mixture. The latent heat of fuel vaporization lowers the temperature of the air-fuel mixture, thus raising the engine’s charging efficiency. At the same time, it reduces fuel adhesion to the chamber wall, which has been a problem of the conventional port injection system, while promoting a more homogenous air-fuel mixture. This in turn leads to substantially improved thermal efficiency and increased torque, and Mazda is actively researching further improvements in efficiency.
Aluminum side housing
In developing the new engine, Mazda engineers have dramatically improved both power output and environmental efficiency. They have also contributed to further increases in fuel-economy and driving performance by lightening the vehicle weight. By keeping the engine’s exterior dimensions about the same as the current RENESIS, which allows more of the vehicle’s volume to be devoted to passenger space, and by using an aluminum side housing aiming at lighter weight than the current RENESIS along with various other measures, Mazda continues to advance the merits of the compact and lightweight rotary engine.
Mazda is celebrating 40 years of rotary engine development since the introduction of the rotary engine Cosmo Sport in 1967. To mark the occasion, we have begun development of the direct injection 16X, a 1600 cc (800 cc x 2) powerplant with a new trochoid chamber shape aimed at further improving thermal efficiency and boosting torque at all engine speeds. The 16X is made possible through the experience and technology gained with RENESIS, a unit featuring side exhaust ports and other features that greatly advanced the rotary engine.
All-round change of dimensions
With the next-generation RENESIS, Mazda has changed the cocoon shape of the trochoid rotor housing. This marks a further evolution of the basic structure of the engine which began with an early period of over seven years spent researching the optimum trochoid shape, from the introduction of the first 10A (491cc x 2) in 1967, followed by the 13A (655cc x 2), 12A (573cc x 2) and the current 13B (654cc x 2). This shape change is brought about by reducing the rotor housing width and housing thickness while increasing the trochoid outline, resulting in a displacement increase to 800 cc x 2. But despite this dimensional increase, we were able to keep the engine itself essentially as compact and lightweight as the current RENESIS.
As for its specific shape, increasing the trochoid radius and eccentricity and reducing rotor housing width achieved a longer stroke, thereby shrinking the combustion chamber aspect ratio. Due to this modification, the surface area-to-volume ratio of the combustion chamber decreases, enabling a reduction in cooling losses. Also, since the very tight space in the combustion chamber is reduced, flame growth is promoted and the engine exhibits faster combustion and better fuel economy. As well as improving fuel economy-an essential part of environmental performance-we are simultaneously pursuing higher torque at all engine speeds.
Direct injection technology
The next-generation RENESIS is the first gasoline rotary engine developed to use direct fuel injection. The system inherits the basic design concept of the hydrogen rotary engine, injecting gasoline in a high-pressure spray during the intake cycle, promoting atomization and vaporization of fuel and the formation of a stable air-fuel mixture. The latent heat of fuel vaporization lowers the temperature of the air-fuel mixture, thus raising the engine’s charging efficiency. At the same time, it reduces fuel adhesion to the chamber wall, which has been a problem of the conventional port injection system, while promoting a more homogenous air-fuel mixture. This in turn leads to substantially improved thermal efficiency and increased torque, and Mazda is actively researching further improvements in efficiency.
Aluminum side housing
In developing the new engine, Mazda engineers have dramatically improved both power output and environmental efficiency. They have also contributed to further increases in fuel-economy and driving performance by lightening the vehicle weight. By keeping the engine’s exterior dimensions about the same as the current RENESIS, which allows more of the vehicle’s volume to be devoted to passenger space, and by using an aluminum side housing aiming at lighter weight than the current RENESIS along with various other measures, Mazda continues to advance the merits of the compact and lightweight rotary engine.
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Last edited by Renesis_8; Sep 11, 2011 at 01:38 PM.
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I know mate, I dunno, it is uploading and accepting the file 202.6KB but it is showing as a BAD...after saved.
The pic shows fine on my PC?...
I will try again..
I give Up...its this site, I have attached many pics here and had no problem...
until now...
The pic shows fine on my PC?...
I will try again..
I give Up...its this site, I have attached many pics here and had no problem...
until now...
Last edited by ASH8; Oct 24, 2007 at 02:21 AM.
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haha, you might wanna upload on internet, and link it from there =)
http://imageshack.us/
________
Lolanthe cam
http://imageshack.us/
________
Lolanthe cam
Last edited by Renesis_8; Sep 11, 2011 at 01:38 PM.
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From: Hunterdon County
Thanks, ASH!
One thing I don't get, well more than one, but is it lighter than the current Renesis or the same weight?
One thing I don't get, well more than one, but is it lighter than the current Renesis or the same weight?
longer stroke=more flame front=need better cooling system?
with direct injection --there goes pre mixing?
will be a bitch to mod--like FI?
It is great to hear that the rotary is NOT DEAD.
olddragger
with direct injection --there goes pre mixing?
will be a bitch to mod--like FI?
It is great to hear that the rotary is NOT DEAD.
olddragger
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From: Colorado
Next Generation RENESIS (Rotary Engine 16X)
In developing the new engine, Mazda engineers have dramatically improved both power output and environmental efficiency. They have also contributed to further increases in fuel-economy and driving performance by lightening the vehicle weight. By keeping the engine’s exterior dimensions about the same as the current RENESIS, which allows more of the vehicle’s volume to be devoted to passenger space, and by using an aluminum side housing aiming at lighter weight than the current RENESIS along with various other measures, Mazda continues to advance the merits of the compact and lightweight rotary engine.
In developing the new engine, Mazda engineers have dramatically improved both power output and environmental efficiency. They have also contributed to further increases in fuel-economy and driving performance by lightening the vehicle weight. By keeping the engine’s exterior dimensions about the same as the current RENESIS, which allows more of the vehicle’s volume to be devoted to passenger space, and by using an aluminum side housing aiming at lighter weight than the current RENESIS along with various other measures, Mazda continues to advance the merits of the compact and lightweight rotary engine.
Thats not to say DI will be the same way. But there are enough cars coming to market with DI that its only a matter of time before the aftermarket cracks the technology and is able to supply more fuel.
and as for the flame front that issue was addressed in the release as well...
As for its specific shape, increasing the trochoid radius and eccentricity and reducing rotor housing width achieved a longer stroke, thereby shrinking the combustion chamber aspect ratio. Due to this modification, the surface area-to-volume ratio of the combustion chamber decreases, enabling a reduction in cooling losses.
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From: Austin, Texas
Regardless, so far it all sounds like good news.
michael
