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From: Lehanover@aol.com
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Date: Sun, 26 Sep 2010 20:23:59 EDT
Subject: Re: [FlyRotary] Re: Oil return line
To: flyrotary@lancaironline.net
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In a message dated 9/26/2010 5:59:29 P.M. Eastern Standard Time,  
keltro@att.net writes:

Lynn,
 
   Does Rob use any special tricks we have not heard about  before to make 
his
12A's live above 10,000 rpm ??...............Also what are you 12A racers  
doing


When I took one of his apart he was just doing huge ports and really big  
bridgeports. He hosed a rotor bearing at the Mid Ohio championship race, and  
Mazda slipped him a complete rotating assembly already lightened and 
balanced  for free. I stripped the engine. Crew chief Mike Bashem cleaned and laid 
out the  parts, and 2 hours later he made the next session. Nothing really 
dramatic other  than operating above 10,000 on every shift. He could do it 
because he had the  trans out every weekend changing ratios for each track. 
He was weak below 9,000  but he was seldom there.
 
12 rotor housings can be manufactured from any 13B rotor housing except for 
 Renisis parts. Early 13B irons through the twin turbo FD (1995) can be 
used to  build a 13B or 12A. If you cannot make the coolant seal grooves in the 
cut down  rotor housings, just use the irons that have the grooves in them. 
Turbo irons  have huge ports and runners already installed, so less porting 
is required. He  is on the phone to Daryl Drummond a lot, so he is making 
some really big power.  When we quite you needed 270 plus to compete. There 
was a faster 12A on the  pole, but he collided with another car and pinched 
his exhaust pipe a bit and he  had to pit it slowed him so much. Maybe 285 to 
290 HP now.
 
About .012" off the rotor sides outboard of the oil scraper grooves to  
allow the rotor to tip a bit when the crank bends into a sine wave shape.  
Reduced rear half of the rear main bearing, same reason.
 
About .004" on the rotor bearings, about .003" on the mains. 100 to 120  
pounds of oil pressure. No balls or springs. 180 to 200 Weber main jets in the 
 holder, to limit oil into the rotors. 
 
Oil the crank from both ends, ceramic or carbon one piece apex seals. Dual  
MSD6als. usually 27 degrees of advance, no split. $25.00 spark plugs (Free 
from  Mazda) pump gas 93 octane no alcohol. One ounce per gallon of Redline 
racing 2  cycle oil as a premix. 40 wt. Synthetic Redline in the sump (Or 
reserve  tank).  
 
Not any secretes. You can download the Mazda Competition manual from the No 
 pistons web site for free.
 
I have it as a PDF at about 4.8 meg. 
 
The last new set of 12A rotor housings I have seen I built into a showroom  
stock engine last fall. It ran fine of course but stock they had like 115 
HP, so  it isn't really racing is it? 
 
Lynn E. Hanover   

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<DIV>
<DIV>In a message dated 9/26/2010 5:59:29 P.M. Eastern Standard Time,=20
keltro@att.net writes:</DIV>
<BLOCKQUOTE  style=3D"BORDER-LEFT: blue 2px solid; PADDING-LEFT: 5px; MARG=
IN-LEFT: 5px"><FONT    style=3D"BACKGROUND-COLOR: transparent" color=3D#00=
0000 size=3D3 face=3DArial>
  <DIV>Lynn,</DIV>
  <DIV>&nbsp;</DIV>
  <DIV>&nbsp;&nbsp; Does Rob use any special tricks we have not heard abou=
t=20
  before to make his</DIV>
  <DIV>12A's live above 10,000 rpm ??...............Also what are you 12A=
 racers=20
  doing</DIV></FONT></BLOCKQUOTE></DIV>
<DIV></DIV>
<DIV>When I took one of his apart he was just doing huge ports and really=
 big=20
bridgeports. He hosed a rotor bearing at the Mid Ohio championship race,=
 and=20
Mazda slipped him a complete rotating assembly already lightened and balan=
ced=20
for free. I stripped the engine. Crew chief Mike Bashem cleaned and laid=
 out the=20
parts, and 2 hours later he made the next session. Nothing really dramatic=
 other=20
than operating above 10,000 on every shift. He could do it because he had=
 the=20
trans out every weekend changing ratios for each track. He was weak below=
 9,000=20
but he was seldom there.</DIV>
<DIV>&nbsp;</DIV>
<DIV>12 rotor housings can be manufactured from any 13B rotor housing exce=
pt for=20
Renisis parts. Early 13B irons through the twin turbo FD (1995) can be use=
d to=20
build a 13B or 12A. If you cannot make the coolant seal grooves in the cut=
 down=20
rotor housings, just use the irons that have the grooves in them. Turbo ir=
ons=20
have huge ports and runners already installed, so less porting is required=
. He=20
is on the phone to Daryl Drummond a lot, so he is making some really big=
 power.=20
When we quite you needed 270 plus to compete. There was a faster 12A on th=
e=20
pole, but he collided with another car and pinched his exhaust pipe a bit=
 and he=20
had to pit it slowed him so much. Maybe 285 to 290 HP now.</DIV>
<DIV>&nbsp;</DIV>
<DIV>About .012" off the rotor sides outboard of the oil scraper grooves=
 to=20
allow the rotor to tip a bit when the crank bends into a sine wave shape.=
=20
Reduced rear half of the rear main bearing, same reason.</DIV>
<DIV>&nbsp;</DIV>
<DIV>About .004" on the rotor bearings, about .003" on the mains. 100 to=
 120=20
pounds of oil pressure. No balls or springs. 180 to 200 Weber main jets in=
 the=20
holder, to limit oil into the rotors. </DIV>
<DIV>&nbsp;</DIV>
<DIV>Oil the crank from both ends, ceramic or carbon one piece apex seals.=
 Dual=20
MSD6als. usually 27 degrees of advance, no split. $25.00 spark plugs (Free=
 from=20
Mazda) pump gas 93 octane no alcohol. One ounce per gallon of Redline raci=
ng 2=20
cycle oil as a premix. 40 wt. Synthetic Redline in the sump (Or reserve=20
tank).&nbsp;&nbsp;</DIV>
<DIV>&nbsp;</DIV>
<DIV>Not any secretes. You can download the Mazda Competition manual from=
 the No=20
pistons web site for free.</DIV>
<DIV>&nbsp;</DIV>
<DIV>I have it as a PDF at about 4.8 meg. </DIV>
<DIV>&nbsp;</DIV>
<DIV>The last new set of 12A rotor housings I have seen I built into a sho=
wroom=20
stock engine last fall. It ran fine of course but stock they had like 115=
 HP, so=20
it isn't really racing is it?&nbsp;</DIV>
<DIV>&nbsp;</DIV>
<DIV>Lynn E. Hanover&nbsp;&nbsp;&nbsp;</DIV></FONT></BODY></HTML>

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