Services are available to engines we build of course,
but you can send us your components for cryogenic or coating treatments
and we'll ship back to you for assembly. Keep in mind that treatments
are intended to be applied to new or good condition parts to start
with. Preparation and repair are meant to be kept separate in this
instance.
| Vendor
/ Item |
Photo |
Description |
|
Coatings and Cryogenics |
Cryogenic
Processing
$call
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|
no photo |
Cryogenics has been used in the racing industry
for years now. When you have the demands of racing on high
performance engines, engine components are subjected to
great stresses. Increasing the strength and durability
of the metal itself through cryogenics will make engines
last longer. Simply put, the components are subjected
to controlled freezing and warming process that further
strengthens the metal. Racers claim 3-5 times increase in
lifespan for wear on high performance engines.
Cryogenics available for alternators too!
Increase voltage output. Call for details.
|
|
Engine
Coatings Pkg
$call
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|
|
RotorSports Racing has teamed with Calico
Coatings to offer coatings specific for rotary engines.
Calico is a leader in engine coatings with customers in NASCAR,
IHRA, and professional race teams throughout the US. If you
have a rotary and interested in coating options, RotorSports
has already done all research and development for you! These
are NOT spray can painted coatings, but professionally applied
custom coatings. Give us a call to place your order.
Coating specific components of the engine
can have a variety of benefits with added performance and
reliability. Highly recommended for performance engines.
Rotors, oil pumps, main bearings, rotor bearings, and oil
seals will receive different types of coatings to meet the
specific demands of each. Reduce friction, provide heat
barriers, resist corrosion, significantly reduce carbon buildup.
Make power and keep that power longer!
A newly coated rotor on the left next to a
used rotor. Excess carbon buildup on rotor faces can abnormally
affect combustion and increase chance of detonation. Users
have also indicated as much as 20% reduction in oil temperatures
as well.
|
|
Upper/Lower
Intake Coatings
Available in Coolkrome!
$call
Coat your manifold
(includes stripping, cleaning, and preparation)
top ^ |
|
Teflon interior with ceramic exterior in Coolkrome
or black! The teflon will improve fuel itemization, reduce
carbon buildup, prevent icing, and improve airflow. The
ceramic outer coating will provide a heat shield for
intake temps and looks fantastic in Coolkrome or black.
Polishing your intake looks great, but why not coat with
ceramic coolkrome/teflon instead and enjoy the benefits that
polishing does not.
|
|
Efini
Turbo Piping Upgrade w/ coatings
Coolkrome outer/teflon inner
Efini Pipe Kit (uncoated)
$call
Efini Pipe Kit coatings
$call |
Photos displayed show coated piping kit |
The Efini Twin Turbo Piping Upgrade Kit
Coatings - Functional and great looking! The two piece
piping kit alone replaces the crack-prone plastic piping and
y-pipe which connect the turbo outlet with the stock intercooler
inlet piping. Controlling heat in the engine bay, we've
taken the upgraded Efini Turbo Piping Kit and applied the
same Coolkrome coatings as the upper and lower intake manifolds.
Teflon interior with ceramic exterior in Coolkrome. Again,
Functional with great looks! The ceramic barrier resists heat
transfer between the engine bay and the air intake mixture.
The teflon inner coating resists carbon buildup and improves
air flow.
Purchase the Efini Piping Kit alone or with
coatings applied. If you have the Efini Piping Kit already,
send us your 2 piece piping kit and we'll apply the coatings
for you. Coatings can be applied to an already polished pipe,
but it's not necessary. The Coolkrome coating looks great
either way. |
|
Water
Pump Body & Thermostat Cover Coatings
Coolkrome outer/teflon inner
Water Pump Body
Thermostat Cover
$call
WaterPump Body
$call
Thermostat Cover
$call |
|
Also available are coatings for the water
pump housing and the thermostat cover - These coatings
look GREAT on your engine. For the customer who simply wants
the best. The same Coolkrome outer coating and teflon inner
coating will provide no significant power gains, but will
resist corrosion and assist in keeping underhood temperatures
down and keeping the engine bay looking clean. Nice touch!
 
|
|
Turbo/Exhaust
Coatings
Twins with rebuild - $call
Twins w/o rebuild - $call
(call for details)
Single Turbos - $call
Downpipe - $call
top ^ |
|
Exhaust and turbo systems emit a lot of heat.
Keep the heat in the turbo(s) where it benefits power
and reduce engine bay temperatures. Inner and outer
coatings are applied. Use in conjunction with coated intake
manifolds to further reduce rising intake temperatures caused
by heat.
Twins - intake compressor and turbine housings,
center housing, exhaust manifold, heat shield, wastegate cover.
Some components require complete rebuild.
Single Turbos - intake compressor and turbine
housings.
Coolkrome available for outer coating
only on intake compressor housings.
|
Transmission
Coatings
(call for pricing) |
no photo |
Coatings
for transmission and differential components available. Call
for more information. |
|
|
|
Master rebuild kits are available. Inner and
Outer Coolant Seals are improved over stock with teflon encapsulated
silicon. Various o-rings are viton instead of rubber where
beneficial. Stronger apex seals are used as well in both 2mm
and 3mm sizes.
|
Part |
Qty |
86-91 Master Kit |
93-95 Master Kit |
|
Price > |
|
$call |
$call |
| Inner Water Coolant
Seals - TEFLON ENCAPSULATED SILICON |
4 |
Y |
Y |
| Outer Water Coolant
Seals - TEFLON ENCAPSULATED SILICON |
4 |
Y |
Y |
| Inner Rotor Oil Seal
0-rings - VITON |
4 |
Y |
Y |
| Outer Rotor Oil Seal
O-rings - VITON |
4 |
Y |
Y |
| Dowel Pin O-rings -
VITON |
4 |
Y |
Y |
| Rear Stationary Gear
O-ring - VITON |
1 |
Y |
Y |
| Front Cover O-ring |
1 |
Y |
Y |
| Nylon Washer for Front
Cover Pulley |
1 |
Y |
Y |
| Oil Metering Pump O-ring |
1 |
Y |
Y |
| Oil Filter Base O-Rings
- VITON |
2 |
Y |
Y |
| Tension Bolt Washers |
18 |
Y |
Y |
| E-shaft pulley bolt
o-ring - VITON |
1 |
Y |
Y |
| Injector Diffuser O-rings |
6 |
Y |
N |
| Crank angle sensor
O-ring |
1 |
Y |
N |
| Oilpan gasket (shipped
separately) |
1 |
Y |
Y |
| Front cover gasket-metal
(shipped separately) |
1 |
Y |
Y |
| Front Main Seal |
1 |
Y |
Y |
| Rear Main Seal |
1 |
Y |
Y |
| Corner Seal Springs |
12 |
Y |
Y |
| Side Seal Springs |
12 |
Y |
Y |
| Corner Seals |
12 |
Y |
Y |
| Side Seals |
12 |
Y |
Y |
| Apex
Seals w/ dual springs / 3mm
seals come with single springs |
6 |
Y |
Y |
| Waterpump to Block
gasket |
1 |
Y |
Y |
| Oil Tube Gasket |
1 |
Y |
Y |
| Hylomar |
1 |
Y |
Y |
| Brushable |
1 |
Y |
Y |
| Grey 999 |
1 |
Y |
Y |
| Thermal Plug |
1 |
Y |
Y |
| Oil Pump Chain |
1 |
Y |
Y |
| Rotor Oil Seal Sets |
4 |
Y |
Y |
| Rotor Oil Seal Springs
(Inner) |
4 |
Y |
Y |
| Rotor Oil Seal Springs
(outer) |
4 |
Y |
Y |
| Instruction Set |
1 |
Y |
Y |
|
|
Apex Seals |
|
Apex
Seals
with springs
(Steel)
$call 2 piece 2mm w/ custom dual springs
$call 2 piece 3mm w/ stock single springs
top ^ |
|
Improved Steel Apex
Seals - 2mm or 3mm
There always seems to be some discussion going
on somewhere about apex seals; which to use, which not use,
what size, what material, etc. Since a broken apex seal is
often the problem found with low compression engines, a common
misconception is that they are simply inferior, weak or worn
out, and thus the seal failed by itself. Before going too
far, let us first say this. Even the best made ceramic and
steel apex seals are not indestructible. Proper tuning, fuel
management, ignition timing, temperature control; they are
all key to allowing any apex seal to function properly. Under
adverse conditions, we can extend the limitation point at
which a seal will break or warp. But proper tuning and diagnostics
are the first concern to producing a reliable engine, not
necessarily just using a "stronger" apex seal.
With that said, we offer both 2mm two-piece
steel apex seals with dual springs and 3mm two-piece steel
apex seals with single springs for forced induction (turbo)
cars. Both sets are designed for performance engines intended
to be broken-in properly and last. These are the same apex
seals that we use in all of our custom built performance engines.
Recent refinements in the manufacturing process, along
with continuous improvement research and development, allow
us to now offer even better apex seals than before. With
perhaps the exception of very expensive ceramic apex seals,
we believe our apex seals to be the best seals for competition,
high horsepower, high boost applications, as well as all non-turbo
engines.
Every "turbo" seal is sodium-nitrided,
chemical and heat treated. Careful consideration to manufacturing
processes and tolerances maintain consistency with every seal.
The two piece physical design of the seals are similar to
stock Mazda seals, but the material and treating processes
are different. The 2mm seals include dual springs for each
seal. The smaller spring is about 20% stiffer to ensure spring
pressure is sufficient in higher boosted turbo cars, and also
reduces the flattening of springs seen over time. The 3mm
seals use Mazda apex seal springs.
We also offer 2mm 2-piece non-turbo apex seals
that are heat-treated, hardened, and stress relieved throughout
the entire cross section. Perfect for non-turbo rotary engines.
Non-turbo rotaries experience different conditions than turbo
cars. These seals also use the dual spring setup.
We cannot devulge any
proprietory information on the alloy or the process for obvious
reasons, but rest assured we trust the same seals in our own
engines. We've seen these apex seals surprisingly survive
in situations where other seals have failed.
Note: 2mm or 3mm apex seals? Keep in
mind that the apex seal selection itself does not contribute
significantly to power increases. 2mm seals do seal better
than 3mm seals and allow less blow-by. 3mm seals have more
material to resist against breaking under adverse conditions.
If you plan to run 15psi of boost or less, then consider staying
with 2mm seals. If you plan to run 15-20+ psi of boost, then
you're more likely to experience detonation and as such we
recommend the 3mm seals. Again, tuning and proper setup is
key to longevity, but a good strong seal is great insurance
when things go bad. |
|
Ceramic
Apex Seals
2mm or 3mm
Ionetti
Call for pricing |
no photo |
Ceramic apex seals are the best solution overall,
but pricey at as much as 8 times that of steel seals. Are
they necessary for a high performance engine? They are a benefit
for longer reliability and more resistant to detonation failure.
They can however still fail under exteme conditions.
The best overall solution is proper tuning
to avoid detonation all together. With effective tuning,
2mm or 3mm steel apex seals will work fine. On the other hand,
in repeated race conditions pushing the limits of power, ceramic
apex seals will likely extend the running hours of usage between
complete engine rebuilds. 2mm apex seals seal better than
3mm apex seals due to clearances required. We believe 2mm
ceramics to be the best overall choice. |
|
|
|
GReddy Pulley Kit
FD3S 93-99 RX7
(air pump removal)
$call Kit w/belt & pulleys
$call replacement belt |
|
The GReddy
Pulley Kit is designed to allow you to remove the air pump while
retaining the factory main drive pulley. It is designed to work
with the STOCK main pulley only. Two blue anodized pulleys replace
the factory water pump and alternator pulleys and comes with
a new belt. Greddy spare belts are available. |
|
FD3S 93-99 RX7
Underdrive Main Pulley
$call |
|
Designed to underdrive all belt driven accessories
by 25% and safely extract more horsepower for your FD3S. Made
of anodized billet aluminum. Includes new belts, grade 8 hex
bolts w/ washers, and instructions. Removal of factory hub
and eccentric shaft bolt is not required.
|
|
FD3S 93-99 RX7
Triple Race Pulley Kit
(air pump removal)
$cal |
|
Kit includes
Underdrive Main Pulley, and two billet aluminum pulleys that
eliminate the need to run a belt to the air pump. Also includes
belts, high grade bolts, and instructions. Allows less parasitic
drag with up to 15HP gain. The kit still provides enough drive
for alternator and water pump, however lights dimming may occur
at idle. Note: Catalytic converter must be removed
to use this kit. Recommended for race applications only. |
|
FD3S 93-99 RX7
GReddy Pulley Kit
(air pump removal)
$call
Belt only
$call |
|
Designed
for the removal of the air pump but retaining the factory main
drive pulley. The kit includes two anodized pulleys that replace
the factory water pump and alternator pulleys. Kit comes with
new belt. Replacement belts available. |
|
FC3S 86-91 RX7
Underdrive Main Pulley
$call |
|
Designed to underdrive the waterpump and alternator
by about 15% and safely extract more horsepower and reduce
cavitation of waterpump at high rpm's on your FC3S. Made of
anodized billet aluminum. Compatible with the stock AC pulley.
Includes timing marks at 10 and 0 degrees ATC and 10 and 20
degrees BTC. Easy installation. No belt included. |
|
FC3S 86-91 RX7
Alternator Dual Belt Pulley
$call |
|
Designed to reduce the alternator RPM by 20%.
Made of anodized aluminum and compatible on cars with or without
the air pump. No belt included.
Note: If you have removed the air pump,
use both the underdrive pulley (above) and this alternator
pulley in a dual belt configuration to avoid belt slipping
at high rpms. |
|
Racing Beat 74-92 RX7
Main Drive Dual Pulley
11469
$call |
|
The aluminum
Main Drive double sheave pulley is designed for high performance/RPM
street and moderate racing use, slowing the water pump and alternator
13-15%, thereby reducing cavitation and power loss. If used
with the Racing Beat Alternator Dual Pulley (below), you can
have a true dual belt system. The stock AC pulley is accomodated.
Includes timing marks at 10 and 0 degrees ATC and 10 and 20
degrees BTC. No belts included. (3/8" width required) |
|
Racing Beat 74-92 RX7
Alternator Dual Pulley
11479
$call |
|
The aluminum
Alternator double sheave pulley reduces alternator RPM approximately
20% from stock RPM, and is intended for high performance and
moderate race use. It is compatible with either the stock main
pulley, or assuming you are not using the air pump, the Racing
Beat double sheave aluminum main drive pulley. No belt included. |
|
Racing Beat 71-92 RX7
Alternator Single Pulley
11492
$call |
|
This Mazda
Factory Race (MFR) single sheave aluminum pulley reduces alternator
RPM approximately 20% from stock for street high-performance
and racing use. It is intended for use with the 11470/11471
single sheave main drive pulley, although it can be used with
the stock main drive pulley. The pulley is bored 15mm for use
on small shaft alternators, although it can be bored larger
if necessary. No belt included. 3/8" belt required. |
|
|
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