Years ago we made  the dry sump just a flat   plate. No pan. The
 stock pump was used for pressure, and a single stage scavenge
 pump for collecting oil through a hole in a rotor housing leg.
 The stock pump was fed through the flat plate with a flanged
 fitting in the stock pickup holes.  Worked just fine. Good
 steady oil supply to the stock pump. The line from the scavenge
 pump goes through a filter and cooler. The same for the pressure
 line from the stock pump.


 Then we got a  real dry sump pump (Moroso) with 2  scavenge
 sections. The stock pump is no longer used. The front scavenge
 pickup was a half circle cut into the side of the pressure
 relief in the front cover. The normal oil out fitting becomes
 the scavenge out for the front of the engine. The rear scavenge
 pick up is a stock oil pressure relief valve gutted and a window
 cut into one side. The window is installed in the down direction
 and the jamb nut tightened.  The normal oil-in, banjo fitting in
 the rear iron becomes the rear scavenge out fitting. If there is
 a fear of debris damaging the pump, you can install in-line bug
 screens.

 Some  dry sump pumps have the  scavenge exit each section, so
 you have two scavenge out lines to run through coolers and or
 filters, and some run one section into the other inside the
 pump, and have only one scavenge out line.

 A bit less complexity but either  one  works  fine. Peterson has
 a selection of toothed belt pulleys and belts. Also any power
 transmission shop has all of the drive stuff. The later square
 Peterson pumps are no good. The pressure section splits open.
 The older round Petersons are fine.

 For inverted use I would use the  stock  oil filler pipe as  the
 inverted pickup, using some sort of more secure cap. For long
 runs right side up, rig a 1/8 Nylon line from the pressure pump,
 or any line or filter stand to feed the inlet side of the
 inverted scavenge section, through a .015" orifice so it never
 runs dry. One scavenge pickup for up and one for down is fine.
 The scavenge pumps pull a huge amount of air out of the engine
 and run it through the oil tank and then into the breather hose
 and back into the engine. So air goes the wrong way through the
 breather hose.

 Oil pressure is   controlled in the pressure pump, not  inside
 the engine.

 You still need the ball type selector  valve to  pull oil from
 both top and bottom of the storage tank.

 In the picture, find  the dry sump storage tank.  Way  too big.
 Later replaced with tank made from a hand held fire extinguisher
 bottle.


Lynn E.   Hanover



Lynn--what  years/class/driverdid you  run  this?  Have other photos of
engine
compartment and  suspension/chassis and with body on it?

Steve   Beckham

I have many, if Paul wants them here  or perhaps a  private
transmission..........The car is a 93-95  RX-7 built to SCCA  GT-3 rules.
Raced  from 2000  to
2006. Driver  retired.

Lynn E.  Hanover



 Thank you for photos  Lynn--A three rotor  normally aspirated
 peripheral port? You build the chassis and the engines? Empty
 weight? Car competitive then and now or rules crippled? Still
 have the car Lynn?

 Steve  Beckham

 At the  time it was built it was competitive with  244 HP 12-A
 with a "J" bridgeport.  Then they let the Nissan 6 cylinder
 SX200 into the class With 6 38MM chokes and 315 HP. The first
 two of those that came to Mid Ohio were both under the lap
 record in their first time on the track. They qualified under
 the lap record for GT-2 the next faster class.  So my car and
 all other Masda's are obsolete in GT-3 and have been for a long
 time. They let us have 38MM chokes up from 36MM chokes, so we
 might have 250 HP now, but still no chance in hell of going fast
 enough. They could have made us tow a 6 foot diameter drag chute
 behind us, but I guess it would have been too obvious.


 The car has to weight 2080 with  the driver in it. So maybe
 1880. We have to have 4 gallons of 93 octane left to make that
 weight.

 The trans is a Richmond Gear  road racing with changeable gear
 ratios, and synchronizers. Designed for full size muscle cars.
 Note the Chevy S-10 bell housing bolted to the Mazda engine. The
 other trans is a Saenz dog ring trans from Argentina. Very nice.
 The clutch is (drum roll) a Tilton double disc 5 1/4". The
 coaxial throw-out assembly from Coleman. The flywheel is a cut
 down Tilton button made for a Chevy. About 6 1/2" and weighs
 about 1 1/2 pounds.  The last two engines came from Daryl
 Drummond, about $14,000.00 each.

 I have rebuilt and modified them several times since  (twice
 each season) These are reliable as a stone shifting at 9,600
 RPM. I still own this one.

 Here is the car with its clothes on.  The "J" bridgeport and a
 tube stuck through the lateral gallery that feeds the front
 stationary gear from a Tube to Boss fitting in the front iron.

 Here is a pictogram of the oiling  system for a dry sump.

 Here are two dyno sheets. The one has the  lowest RPM I have
 ever seen a rotary dynoed.

 Lynn E.  Hanover


Was that Nissan the 3.1 Liter stright six  Lynn?
Hardly fair since the 12A is 2.4 Liters.
The SCCA  should be ashamed!




The SCCA makes no promises that any  given car will be competitive and they
usually deliver. The "pro" racing  classes are better but I'd venture to
guess that's because theirs money in  those series. Not going to beat
around
the bush. IMHO, SCCA sucks. NASA is  leaps and bounds better in regards to
"club  racing."

Vlad

I have yet to go to a NASPORT race but talk is good about the classing
system. IMSA at first was great.
$10.00 entry fee. Got it back if you started. Money back for each lap. The
rule book for all three classes was 1/8" thick. Their tech guy Mark Raffuf
is  still out there.

SCCA went down the drain when they hired a businessman to run it. Club
racing has not one thing to do with business.  In these pictures:

The sump tank is a steel (very thin wall) fire extinguisher bottle. A line
in on the side is scavenge from both scavenge sections then through two 40
row  Setrabs, then a Peterson in line bug screen. The line from top center
is for  breather and goes into an aluminum fire extinguisher bottle (blue).
The line  just off center is to the engine breather where the oil fill tube
would have  been. The line back to the pressure section is 1 1/4" ID.

The black bottle is the catch tank for transmission. Required by rules. At
the bottom is a RX-2 pressure bottle/make up tank. Part of the stock
cooling  system from 1972. Notice it does not need to be higher than any
other
part of  the cooling system. Kept 1/3 full. Removes every bit of air from
the
system in  two heat cycles.

The Mandaville style front cover has fabricated pickup tubes installed into
 tubes welded to dash 10 male fittings and pressed through holes in the
cover and  epoxied in place. They could have TIGed tem but the covers are
thin
and warp  easily. The other cover is the quick and easy front pickup that
uses the stock  Oil-out fitting in the front cover as the scavenge out. The
pressure relief that  is left out for this protects the front cover "O"
ring
joint (no longer used)  and the oil cooler from a cold start. They are set
at
144 pounds, which is  pointless because the "O" fails before that.

Lynn E. Hanover

--------------------------------------------------------------------------------
Lynn, thank you for sharing this information...very interesting and
educational.

Really admire the way you think out systems and parts, then take a
real-world approach to design and fabrication  that results in relatively
low cost parts made from readily available items.  It all shows not only
that you are smart, but practical as well--two qualities often not present
with engineers.  Sure wish you were living next door.

Regarding the engine,  Daryl's dyno sheet shows low EGT's at that power
setting and output range, based on dyno work we did with peripheral port
engines.  Our EGT's with the peripheral port engines at much lower
RPM's--5500 to7,000 RPM range, always ran about 1700F on the dyno and in
flight testing. Could  those lower EGT's shown on your dyno sheet to some
degree result from the distance of the EGT probes being further downstream
from the port?  Remember how far this were placed in exhaust pipes?

What were you using for fuel delivery?

Finally, if your car were mated to a three rotor w. p-port, would SCCA
class
it to where it would simply be hopelessly uncompetitive...put in with
sports
racings/prototype classes?  Sorry for what probably is a really stupid
question, but it just seems a damned shame for that car to be sitting in
the
back of the garage.

Steve Beckham


If the Nissan engines were inline sixes, the biggest NA motor they made were
2.8L for the 280Z but they were 2V SOHC of I remember correctly. People do
punch them out to 3.1L but I have my doubts that SCCA would allow anything
over the normal .010 overbore. A L28 shouldn't make that much more HP than a
PP 12A but would weigh much more being an iron block.

Vlad