[C. Ludwig]

The 182 was an SCCA ITS car, so by the rule book everything must be stock from the entrance of the airflow meter to the exit of the exhaust port, with the exception of having the 6 port sleeves and their actuators removed, which is allowed. The Dyno Dynamics dynos typically read around 15% lower than Dynojets. I'm skeptical of that number at the lower end of the scale though. Typically a good ITS car will put down 175-180 on a Dynojet. This particular car has been proven on track to be a bit of freak and is certainly at the pointy end of the class. I wouldn't be surprised to see 190 on a Dynojet but 200+ on stock ports is just hard to believe.

The ITS car makes about 138 lb/ft peak at around 6200 rpm. Peak power is around 7700. It has 120+ lb/ft from 4000 - 7700. Not sure what you consider "low end" but you're not going to find a rotary that makes power below 4000 and has any kind of high end power.

Kahren (look him up on the the club and nopistons) did a tad over 200 with a street ported 6 port a while back.

The SCCA EP cars run through 42mm carbs or, if they want to run fuel injection, through the stock manifold. Not sure if the 6 port is required or if they're allowed to use 4 port irons. I do know some guys have hogged out the 6 port into a single port like you're talking about. Paul Yaw had some images of one he was working on on his website a while back but the website is down. He also had a street port, 4 port NA engine that put down around 240 on the website.

Keep in mind to make this kind of power you're looking at spinning the engine in excess of 8500 rpm which puts you into a whole new realm of needed work and components to make the engine live. The assembly should be properly balanced, the rotors clearanced, properly clearanced bearings, and some sort of lightweight, non-ferrous apex seal (carbon or ceramic). A scatter shield would be a great idea as well.