turbocharging a na

if i buy a turbo kit, ecu, new rotors, fuel setup is their anything else i would need to make a na just as good as if i were to upgrade the turbo on a TII (i would like to save the 800 that a swap would cost and put it into making the na engine better aka thicker seals, rotors, and a port)

get the 800$ swap

1st. its a 6 ports engine, not designed at all for turbo application

2nd. the turbokit will cost you way more than the 800$ swap

3rd. you dont need 3mm apex seal if u dont plan on doing 475hp

4th. the portjob done on a 6 port engine will not be as efficient as the port job done on a 4 port engine (i know guys upgrading turbo engines with n/a rotors and weber carbs getting better result on those ported 4 ports engines than on the ported 6 ports ones, and this without turbo!)

5th. you dont have to purchase T2 rotors if u buy the T2 engine

6th. its a 6 ports, again the ports are not designed for turbo application, they are designed to try to make some decent power while respecting emission laws in n/a form.

7th. its a 6 ports, you'll have to mess arround the 5th and 6th ports :
-wire them open : no fucken torque at low rpm
-block them : crappy port configuration
-use some kind of mecanical device to activate the ports actuators : having the assle to find a motor to do the job or to keep the airpump (wich drags power from the engine) BUT this will also gives the tuner more headache and more hassle when hes tuning your haltech, re-calculating and retuning the fuel maps above 3800 rpms (or whatever rpm you'll get the switch activated) because more air gets in the fucken engine

-8th. dont think a rebuilt, a portjob, some T2 rotors and a the rotors machining will cost you less than 800$

-9th. its a 6 ports.

well after reading that post I think I'll be thinking about 6 ports for the rest of the evening. :)

a lot of those are reasons I'm buying a TII, plus it has more potential, and its easier to make it fast than a non-turbo.

6 port engines really are a flawed design, honestly if I were building a non-turbo engine I'd take the 12A and use the rotors from the 13B, if you want a non-turbo I'd suggest donig that. I don't know all the info or anything on doing this cuz I never put a whole lot of thought into it but I do know that te 12A 4-port with 13B internals is better than the 13B 6-port...

also another reason the 6-port is flawed is that the ports hardly close in time(when the rotor comes by) and this causes it to burn more gas... anyways this is what I've come up with after looking it up a little and listening to what a few other people had to say

soyo, how the fuck can you put 13b rotors in a 12a, the rotors are 10mm wider than those on the 12a, therefore you would need the 13b rotor housing, with 12a irons (but even with 12a irons, the engine would have the same 80c.i. the 13b has vs the 70c.i. of the 12a). u'd have to find Gsl-se rotor housing because newer 13b have different waterjacket configuration. but the "frankenstein" would suck if it remains stockport (expect not much than 140bhp without emission stuff and a stock carb, depending on the rotors you'll be using). the 6 ports still can do better with stock specs.

the best way to do power while remaining driveable on a 4 port is to go bridgeport, and theres a lot more stuff to grind off a 4 port iron than whats on those skinny 6 ports side housings. like i said above, theres more power to do at the end with a T2 engine without turbos than with a 6 ports engine n/a.

the best n/a rotary ever built for porting and competition (except maybe the renesis, we dont know yet) is the n/a 13b 4 port that we use to find in old rx-4, rx-5, cosmos and repus. i bought one off for my Fb. and im planning on doing a streetport when i'll rebuild it.

soyo, how the fuck can you put 13b rotors in a 12a, the rotors are 10mm wider than those on the 12a, therefore you would need the 13b rotor housing, with 12a irons (but even with 12a irons, the engine would have the same 80c.i. the 13b has vs the 70c.i. of the 12a). u'd have to find Gsl-se rotor housing because newer 13b have different waterjacket configuration. but the "frankenstein" would suck if it remains stockport (expect not much than 140bhp without emission stuff and a stock carb, depending on the rotors you'll be using). the 6 ports still can do better with stock specs.

the best way to do power while remaining driveable on a 4 port is to go bridgeport, and theres a lot more stuff to grind off a 4 port iron than whats on those skinny 6 ports side housings. like i said above, theres more power to do at the end with a T2 engine without turbos than with a 6 ports engine n/a.

the best n/a rotary ever built for porting and competition (except maybe the renesis, we dont know yet) is the n/a 13b 4 port that we use to find in old rx-4, rx-5, cosmos and repus. i bought one off for my Fb. and im planning on doing a streetport when i'll rebuild it.

Soyo got owned

:disappoin

your an idiot...

79-85 12A cast iron side housings
76-78 13B rotor housings

street port both of those
then use

84-85 GSLSE or 89-92 Non-turbo rotors

yea so soyo didn't get owned cuz soyo knows what hes talking about

I am lost.. I thought the 13B wasnt introduced until the GSL-SE in the mid 80s.

the 13B 4-port was in the 70's in the rx-4 I believe

And I believe your right//

i have a 13b from an rx4 74-75

you cant call a engine a 12a if its not 70c.i, u havnt got owned, and it was not the point of my post. just use the right therms, using 2 13b rotors will give you 1308cc, therefore a 13b. but i know not everyone have the same opinion about what name to give to a frankenstein

take it easy soyo :cheers:, as long as its not 6 port!

no my whole 'soyo didn't get owned' part was directed to highwayricer. I was just explaining to you what I was talking about cuz I could tell why you didn't understand

EDIT: oh yea, you can call it whatever you want, I could care less :p