Here is a pic of one of our billet rotors that we have been developing over the last 3 years.
Ooooo its so shiny :D looks great Carl!
Note the Titanuim inserts where the Corner seals and Apex seals go.
I am building a Two Rotor as we speak and I am also looking for billet rotors to go in the Engine, are you finished with development carl? Or still this project is under development? This engine is not going to be used in the UK, its going to the South Asia for drag Racing-off course I will be racing there loll :)
Mir
Quote from: Mir;792207I am building a Two Rotor as we speak and I am also looking for billet rotors to go in the Engine, are you finished with development carl? Or still this project is under development? This engine is not going to be used in the UK, its going to the South Asia for drag Racing-off course I will be racing there loll :)
Mir
We are doing the latest development of this right now and it is quite different from what you see here.
The cost\'s are quite serious as we are moving into an area that is so much more expensive to develop.
It might be something that you want to try in your drag engine if you are really serious.
Advantages of said billet rotors would be?
Quote from: HaywardRotary;792208We are doing the latest development of this right now and it is quite different from what you see here.
The cost\'s are quite serious as we are moving into an area that is so much more expensive to develop.
It might be something that you want to try in your drag engine if you are really serious.
Looking forward to it Carl. :god
Quote from: jetpilot;792209Advantages of said billet rotors would be?
Lightweight. Higher revs. Should go through the revs faster too. I would think that these are a step towards development, jus like when pistons were forged with alloys to reduce mass in the engines.
kinda pointless this when there is no one near the top end of the 13b or 20b scale of Hp..
Waste of time if you ask me but would be good for the fancy people who want to gloat on the internets i guess.
What is most notable about these as compared to Mazdas is the way the engine goes through the revs so much quicker and freely.
Quote from: 12at;792213kinda pointless this when there is no one near the top end of the 13b or 20b scale of Hp..
Waste of time if you ask me but would be good for the fancy people who want to gloat on the internets i guess.
Do you have to be at the pinnacle of something to justify using better components?
Im sure price will be a factor for most, but by the sounds of things, whether your running 400 - 500 or 600+ hp these sound like they will make for a smoother, higher revving engine, is that a bad thing?
This may be a stupid question but can fuel economy be increased the internals being much lighter?
Dear Carl, can I have 2 of the new generation billets for Xmas? I would like an 11,000+ rpm engine please
I do believe that the east coast billet rotors have achieved 15,000 rpm. So I would think that the cost of these would be worth it. If you could tune a 2 or 3 rotor revving that high for drag racing on track racing just imagine the sound!!
Quote from: Grant Monkhouse;792212Lightweight. Higher revs. Should go through the revs faster too. I would think that these are a step towards development, jus like when pistons were forged with alloys to reduce mass in the engines.
Same with fitting a lightweight flywheel, the whole rotating mass is less, therefore spins better and allows for higher RPMs as there is less stress on the eshaft so it shouldn\'t flex as much lol also with machining rotors you could probably ask for lower compression rotors instead of hunting down some series 4 FC rotors :)
These are designed for racing so fuel economy is not a consideration bearing in mind the actual cost\'s involved of making them in the 1st place.
One thing we did want to avoid was where the Apex seals go the other makers have had the slots "Bellmouth" after a short time but we don\'t have that problem due to the Titanium inserts.
Do I even dare ask how much a pair would be?
Quote from: m1tch;792238Do I even dare ask how much a pair would be?
No price yet but it has cost alot to do so far.
i mind you talking about the corners belling out on the rotors and you putting titanium ones in, would be very interested just to see how you get on!
Quote from: wolfie1;792310i mind you talking about the corners belling out on the rotors and you putting titanium ones in, would be very interested just to see how you get on!
Not sure what you mean but it is clear from photo\'s of the ones that have run in the states that the apex seal slots have started opening up after only a few hundred miles whereas our\'s above which have done alot more miles have no issues whatsover in that regard.
I ran the above rotor at 1.25 bar on full bridgeport, GT40/94 turbo with our apex seals for 1500 miles.
Here is a pic of what I mean re Bellmouthing after 600 miles with just ally being used on a rotor from the States.
The issue comes from the slots carrying a moving part which both wears and rocks in the apex seal slots.
Carl, when testing have you found any issues with varied expansion/flexing of the two different metals?
Another pic of the "Issue"
Quote from: bmatharu;792316Carl, when testing have you found any issues with varied expansion/flexing of the two different metals?
No we haven\'t thus far and we researched it alot before going ahead with this.
Hopefully you can see from the pics that the top of the slot is more open that lower down.
yea i mind you talking about this, about your titanium corners, would be very interested to see and hear a car with these in once all the r&d is over with!
what about a billet e shaft?
wouldnt you need to get the shaft and both rotors dynamically balanced to achieve over 10k rpm? (or higher rpm may it be 10k rpm - 15k/ 16k+ rpm etc?)
How is the Ti stuck on? (or is it trade secret?) any risk of them coming off the rotor?
good work and shiney :)
Quote from: wolfie1;792334yea i mind you talking about this, about your titanium corners, would be very interested to see and hear a car with these in once all the r&d is over with!
Well I did drive a car with them to rotorstock a while back in 2009
Quote from: L18M;792335what about a billet e shaft?
wouldnt you need to get the shaft and both rotors dynamically balanced to achieve over 10k rpm? (or higher rpm may it be 10k rpm - 15k/ 16k+ rpm etc?)
How is the Ti stuck on? (or is it trade secret?) any risk of them coming off the rotor?
good work and shiney :)
It\'s not stuck on it is mechanically held in place.Took us a while to nut it out.
Brilliant work - as always. Car\'s running nicely by the way Carl, thanks!
Bally
Top stuff . :cheers