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One specific question about the spool. I was under the impression the spools were really only necessary on very high HP cars; like way beyond 500hp to thw wheels. |
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Also, if this is going to be an autocross car we are going to want to keep that independent rear and stay away from the solid axle if at all possible. Then again, if it is going to see a lot of autocrosses and road racing we may want to modify the firewall so the we can set the engine back some to improve the weight balance. |
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Think of it this way: Swapping out the whole rearend with a narrowed 8.8 is not a trivial matter. Swapping in a Turbo II diff and upgraded half shafts would be considerably easier overall, and possibly plenty stout. Remember we're not talking 1,000hp here, almost certainly well below 500 to the wheels. Anyways, this will be dictated by what the TII rearend can take, which I'm researching now. |
This is from a site that does nothing but sell conversion parts for RX-7s.
"...The RX-7's layout and structure is well suited to engine conversions. The rotary engine's eccentric shaft centerline is way up in the center of the rotary engine, dictating a much higher transmission location than that of a piston engine. The net result is that Mazda designed the RX-7 with a HUGE transmission tunnel, big enough to fit even the monster T-56 6 spd manual transmission which was used in the Viper and Corvette. The rotary engine's low torque output required Mazda to use a very heavy flywheel and a high rear gear ratio, a combination of factors that combined induce large amounts of stress on the RX-7's rear axles and hubs. Mazda planned accordingly, and designed plenty of strength into the RX-7's rear differential/axles/and hubs. Experience has shown that the stock NA RX-7 components are strong enough to withstand low 10sec 1/4mi passes, a feat that requires around 500hp. " Well, that's interesting. . . |
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