The two stroke implication that you made was that there was an oil-fuel
mixture as in a motorcycle 2-stroke (your words were "the pan is only there
to add oil to the fuel mixture", implying that it was like a 2 stroke bike
with a separate oil tank). Thats not the case with any of the 70-90s
rotaries installed in production cars (i.e. Mazdas) which is what we were
talking about.
Just because some poorly maintained/early versions had an oil consumption
problem does not make it a fact that they require an oil/fuel mixture to
operate correctly. Sorta like saying the 2.3l Ford motor installed in the
Pintos was a 2 stroke and used the pan to add oil to the fuel mixture
because some/most burned oil.
My 1988 RX factory service manual shows "redline" at 8000, fuel cutoff at
8500...
Craig
-----Original Message-----
From: Bernd D. Ratsch [mailto:bernd@texas.net]
Sent: Monday, March 20, 2000 8:56 AM
To: dakota-truck@buffnet.net
Subject: Re: DML: Re: enough with the rice!!!!!!!!!
Check your history and you'll find otherwise. The oil level was also always
a complaint from customers but since no matter what you did, they always
lost oil (guess where is went). On the original Wankel design, there was a
oil injector. Since the patent was sold to Japan after WW2, they have since
"modified" it but could never get away from oil consumption (and obviously
you don't add oil into the tank...if you were doing this than I would offer
you the same suggestion that you don't work on them either).
As for the "2-Stroke" wording, let's put it in another way: (You could
consider this a 3-stroke or as compared to conventional piston engines but
that term has never been used.)
(1) After all consumption gases have been pressed out the intake cycle
begins. Air/Fuel mixture flows through the inlet channel into the first
chamber. The piston rotates to the left and compresses the fresh gas.
(2) Chamber 1 sucks in fresh gas, while chamber 2 starts to compress the
gas. In chamber 3 the gas is completely burned and can flow out. Chamber 1
sucks in air/fuel mixture. Chamber 2 has compressed the gas completely. Now
two ignition sparks ignite the compressed gas simultaneously. Chamber 3
presses out the burned gases.
(3) Chamber 1 is full of fresh gas. The compression cycle begins as soon as
Chamber 1 is closed. In Chamber 2 the burned gases decompress and press the
piston into spin direction. Meanwhile Chamber 3 presses out burned gases.
(Goto Step1)
As for working on them, did regular service on them as well as mild
modifications (mainly porting since that's were a lot of the "easy power"
comes from). The '87-'92 models always cut out at about 7200-7500.
Occasionally, you had a "factory flaw" where either the engine made more
power than it sould have or the limiter didn't come on until 8000.
Anything else...let's take it offline or on the off-topic list.
- Bernd
----- Original Message -----
From: "Craig Baltzer" <Craig.Baltzer@anjura.com>
To: <dakota-truck@buffnet.net>
Sent: Sunday, March 19, 2000 11:40 PM
Subject: RE: DML: Re: enough with the rice!!!!!!!!!
> Sorry Bernd, but what exactly did you do on rotary engines that would
leave
> you with the misconception that they are 2 stroke in the same way that a
> piston engine can be two stroke? Hope you weren't actually trying to
perform
> service work on any...
>
> The oil pan is NOT there to "add oil" to the fuel mixture, and rotaries do
> not consume oil unless seals are buggered. And no you don't add oil to the
> fuel when you fill the tank.
>
> Actual RPM specs 13A and 13B Mazda rotaries (commonly found in the RX7s)
> were a warning buzzer at 8000, and actual fuel cutoff at 8500 or slighly
> above (I've seen it as high as 9000). The 3-rotor never made it to the US,
> but was available in Japan and possibly other countries.
>
> Geez man, at least check you facts before posting and saying you know
stuff
> based on "working on them".
>
> Craig
>
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