My RX7SP build up

[RICE RACING]

Some updates happening ....

Link > http://www.riceracing.com.au/apex-seals.htm

[Fendamonky]

You must love your seafood mate.. Those scallops

[C. Ludwig]

[speedjunkie]

^Damn those look good haha. Sucks being deployed and getting shit food lol.

Those rotors look delicious also. I forget, are the scallops just for weight savings or do they benefit rotation in some other way? Also, the attachment on the side of the housing by the spark plug holes...is that to flow more coolant where it's hotter and those are banjo bolts? That's pretty trick. How does it attach at the blue fitting? Is that a banjo bolt also?

[Fendamonky]

I believe scalloping the rotors like that is done to extend how long the intake is open for.

[C. Ludwig]

More duration without overlap.

[RICE RACING]

Originally Posted by speedjunkie

^Damn those look good haha. Sucks being deployed and getting shit food lol.

Those rotors look delicious also. I forget, are the scallops just for weight savings or do they benefit rotation in some other way? Also, the attachment on the side of the housing by the spark plug holes...is that to flow more coolant where it's hotter and those are banjo bolts? That's pretty trick. How does it attach at the blue fitting? Is that a banjo bolt also?

On the RICE RACING rotors:
* primary reason is to reduce the compression ratio to allow highest power with reliable operation on any basic petrol
* gives overlap earliest possible opening and latest closing on RICE RACING street port, also improves 'flow'
* CR benefits listed below


On the plug cooling:
Its banjo style into rotor housing, and AN fitting inlet, in pic is just a block off cap.

[RICE RACING]

Originally Posted by C. Ludwig

More duration without overlap.

As stated its mostly done to allow the correct engine compression ratio #1

On the overlap aspect:

My engines actually have quite allot, not as much as a bridge or semi pp, but enough (maximum possible on a street port) to allow high Ve at high rpm thereby improving power output and rev range. Its the best balance for an engine running on the street yields highest average power curve when matched correctly in other areas.

You can tell this when you look at equalized engines such as in my power at 1 bar NA thread. I have a very extensive list on this (far bigger than what I put in that thread),

This combo pictured with an EFR9180H and Cosmo inlet manifold on RICE RACING street port is well over 260bhp @ 1 bar (N/A) and it works to 4 bar reliably.... which is a little bit of power

[Prodigy]

That scalloped rotor is the TITS!!!



On another note, Peter, it made my day to see the banana from the rejected cartoons at the top of your webpage...

I laughed for a good bit about that...


J.

[C. Ludwig]

I didn't take into account scallops on the leading edge of the rotors. I've only ever used them on the trailing edge. So, yes, you will create overlap. Good looking work!

[RICE RACING]

Originally Posted by C. Ludwig

I didn't take into account scallops on the leading edge of the rotors. I've only ever used them on the trailing edge. So, yes, you will create overlap. Good looking work!

Thanks,

I will also have up pics of my own manufactured Apex Seals soon too

[Prodigy]

Did you modify the size/shape of the tub on the rotor to lower compression? Looks like you increased the area and depth of it...


J.

[RICE RACING]

Originally Posted by Prodigy

Did you modify the size/shape of the tub on the rotor to lower compression? Looks like you increased the area and depth of it...


J.

YES, it is the only way to cure the FUCKED Mazda casting and equalize the CR on each face, but most importantly to run the correct CR needed for highest power and reliable operation.

[RICE RACING]

Originally Posted by Prodigy

Did you modify the size/shape of the tub on the rotor to lower compression? Looks like you increased the area and depth of it...


J.

YES, it is the only way to cure the FUCKED Mazda casting and equalize the CR on each face, but most importantly to run the correct CR needed for highest power and reliable operation.

If you look at the old Honda F1 turbo days (running 84% Methyl benzene fuel)
2.5bar (22psi engine) ran 9.5:1 CR
4.0bar (43psi engine) ran 7.4:1 CR
It's all about using the right CR to stay within the effective compression ratio guidelines I posted above in my spreadsheet.
early pump fuel turbo engines ran 6.5:1 CR
Mazda Factory 13B bridge turbo's and the same motors sent to RB ran 7.5:1 CR

Its not Rocket Science, just basic Thermodynamics and laws being respected.

My CR is not openly disclosed but you can guess it's near these correct figures

[speedjunkie]

OK thanks!