the rotary reliability and racing bonniville car has an engine that can rev. to about 10k but its a p port'ed motor. i wittnessed the maddness..when they were tuning it on the dyno. but of course it had a tranny wrap..scary when you think about it.

:AA:

 

that is a total lie. a complete and custom race setup would be needed. not to mention all the machining to reduce weight from the rotors and eccentric shaft, bearings, balancing, seals, standalone engine management and ignition, clearancing, anti-friction coatings maybe needed(depending on how long you want the motor to last), ballistic blanket and/or scatter shield for transmission(so you dont kill yourself or amputate any limbs)......

there is alot to be done to rev that high...... why do you think F1 engines cost so much to build and need checking and/or rebuilding after each race?

 

I was gonna say...considering we have these naturally "high-reving" rotaries, it's F'ing amazing that V8's in F1 cars can rev past 20,000 RPM.....siiiiiiiiiiiiick

 

Have you seen how short the stroke is? the pistons almost vibrate
They also have to heat the engine to start it as it is seized at room temps

 

the stroke in F1 engines is shorter than the bore.

There is a point in wankel engines (I dont remember the revs) where if the rotor spins any faster it'll start to outrun the flame front which effectively caps power output, the long combustion chamber makes the wankel less capable of dealing with this, whereas a piston engine can just shorten the stroke to compensate.

 

What you need is a Chrysler turbine engine that revs at 45,000 RPM. Damn shame that the exhaust gases coming out of one of those is hot enough to melt cars behind you...

 

thats where my point comes in. but you are right to an extent.

i myself have witnessed rotaries rev as high as 14k rpm. albeit with a massive peripheral port, custom ignition system by motec along with spark plugs that cost close to $100 each (maybe $50 or so, might as well be tho)

the flame front on a rotary is really a matter of port timing, injector duty and pulse, and ignition timing. they all play a key role. the best way to understand how fast the process really is for example: is that in one millisecond, the spark plug will ignite .0002 before the injectors PREVIOUS shot is closed, for the next cycle. which happens at around 12,000 rpm.
in which case, nitro-methane was used as fuel.

this obviously has no connection with the Renesis as it still has a long way to go before we will ever see its absolute breaking limit