Quote:
even if you put a 12a in the car with porting it would still make good power. just as much as a 13bt if the right guy built it. another plue with the rotary is that its heaps lighter and heaps more room under the hood. each to their own i guess. hope this helps out
A ported NA 12a is a pig in traffic, my 12a bridgeport was fun at high revs but the 13b extend was much more fun in everyday situations it didnt make you want to rev the crap out of it like the 12aBP did. A turbo rotary is the perfect combo not an NA rotary for the street. However as mentioned earlier impossible to register in most states. The problem with the rotary now is the price of rebuilds and parts they have more than doubled across the board and most drag racers that where into rotaries are now going the 2jz. Enthusiast are not happy about the costs and neither the 2jz mushrooming effect across the drag strip.
Good rotor rebuilders and machinist are not common or have quick turnarounds.
As for weight the CA is much lighter than a rotary in NA or turbo. The rotary has a compact form factor, inefficient put supremely powerful for its size.
There are plenty of well setup rotaries and ca18det but when it comes down to
economy, budget replacement parts and ease of install and registration the
CA is way better than even an SR20det.
I have a custom single rotor 13b which Im playing with at the moment
it was in a turbo escort sports sedan with a PP housing and making 280hp.
It only came to life at 6500rpm once the t3 was at full boost.
It blew the clutch at perhaps 12,000rpm when the accelerator was stuck.
It drank fuel like a big block v8 and sounded like a virgin busted by Long John Silver.
Transfer
