he wants the airplane rotary seals that eat housings.

 

I think hes talking about these type of apex seals. http://www.rotormaster.com.au/subPage.asp?cid=12
Imo the thing thats holding us back is the tuning , the high compression of 10:1 and quality of fuel , i think you can get passed 400+whp with race fuel. Shouldn't the small displacement also be a factor? I would also like to know more about this subject

 

As people muck around in the 300-400 whp range, I don't see apex seal failures really being sited. I don't see many people going "man, this is as far as it goes before I need race gas." I think getting to the limit of the stock ignition system (330ish whp) is quite doable right now but you don't have a ton of people there and looking for more. It's going to take time, money, and experimentation.

 

reaching the point where the OEM ignition runs into spark blowout is VERY doable... its being surpassed by a few people already with no issue

the tuning capability is there for well beyond numbers we are seeing now, just being precisely tuned is the key. as has been said, compression ratio/availible pump gas characteristics... some other things are also in the way for most people trying to break those kinds of numbers - driveline, first being the tranny

 

The big reason people aren't "just cranking up the boost" is also because things tend to break (other than the motor) when you surpass double the factory horsepower. Like transmissions, axles, rear ends, bending suspension parts, twisting powerplant frames, snapping motor mounts, etc etc.

 

I think the biggest factor IS money. Sure the FDs are able put down alot of power, but that car is well over a decade old. With enough time and development, Im sure we will see alot of people putting down a reliable 400+ whp. The rotary isn't a "mainstream" engine, so development for it is slow. Over the next couple of years, I estimate we'll see big improvments in power outputs. It just takes time.

 

Most of us love driving out cars and dont want to break them. It is a fun car to drive with the stock power, double it and it is a blast. When people get tired of 300-350HP and have money burning a hole in there pockets they will start pushing it farther. When the envelope gets pushed, things will break, someone will improve the broken part and then move forward until another part breaks and they do it again until all the week links have been broken and fixed. Takes time, money and a lot of tow trucks.

 

300-350 is good. Once you edge closer to 400, you need to invest a lot more cash than just for FI. We also have the issue of the side exhaust ports being more of a restriction.

 

Just a thought: Why not just rip off the entire intake manifold, port the intake ports on the motor, then manufacture custom intake tubing from the newly ported ports right into the throttle body. Yes this would eliminate all the Mazda engineered intake ridiculousness and most likely give you some ecls, but it may allow for more airflow as to accommodate more boost. This method would be strictly for turbo applications btw. I think that lowering the compression ratio is key for getting more hp out of the ren in a FI application for the street. I am actually willing to take the next step and try something different on my 8 which is why I have started this discussion in the first place. The direction I go needs to be carefully researched and planned before anything else so I appreciate all the input I have received thus far regarding this and would love to hear more. Thanks.

 

Just as a side note, I believe the Mazda team has done a wondrous thing with the intake manifold but it seems that they did not have FI in mind when they created it. I just feel that something entirely different may have to be done to make the 8 really up to the power levels that we have been seeing in 7s for quite a while. I think the ren can handle much more than the rew and I want to prove it.

 

^well of course the renny wasn't built for FI its N/A from the factory. The Rx7 fd came in turbo stock , and the engine itself is made for a turbo. Whenever you make an engine that was N/A from the factory and try to modify it to hit boost , most of the time its going to cost more. Also how do you plan on getting lower compression ratios? Wouldn't alchohol/methanol injection help on how much power the renny can achieve on pump gas? Does anyone on the forum use alchohol/methanol injection?

 

good point - do it !

 

Do you actually read or do you just post off the top of your head?

 

Aluminum rotor housing = lower temperature?? I have heard that aluminum rotors end up seizing fairly quickly. But what if you are just using aluminum rotor housings with cast iron rotors? I am pretty sure I remember seeing some vendor either selling or developing aluminum rotor housings. Anyone know about this?

 

The OE housings are aluminum.

 

I am all confused in the head now. I should just get this and call it a day: http://cgi.ebay.com/ebaymotors/3-ROT...3286.m14.l1308

 

frick, too bad that already sold, it would have been nice to buy it and then replicate it a couple times....lol