mazda eunos cosmo
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mazda eunos cosmo Post Review
You can buy Retro Japanese right now. https://t.co/6IF5XFikZc We drive a triple-rotor Mazda Eunos Cosmo in this issue! Amazing.@ChrisFrosin https://t.co/xgV7gtvWsh
Now this is something you don’t see every day.. #Mazda #EunosCosmo #Eunos #Cosmo #Rotary #REAmemiya #carporn #bride #cars #tokyoautosalon #tas #jdm #944making #carshopglow #csglow @goldenerajapan #aragosta #toyo https://t.co/7mkIAe7uSu
Absolutely killer JDM car at Cars & Coffee: A Mazda Eunos Cosmo. Never seen one of these before and now I want one... #CarsandCoffee #Mazda #Rotary https://t.co/kghtzG1QPv
Why settle for a two rotors when the 20b-powered Mazda Eunos Cosmo has three? Oh, and there are a pair of turbos, too. https://t.co/f8Om8tgxqi
We're driving a Mazda Eunos Cosmo this weekend. For true. What do you want to know? http://t.co/UqD5yCUx20 http://t.co/8vKFKszywh
Mazda Eunos Cosmo 1990 Powered by a 13B twin-turbo two-rotor rotary engine. Cosmo was capable of 230-horsepower and 217 lb/ft of torque. Having a kerb weight of 1640kg, the Eunos could race from 0-100km/h in 6 seconds. https://t.co/e6HNoG5F1j
On today's "Cars you probably didn't know about" we have the Mazda Eunos Cosmo. It's a 90s luxury GT car, with either a 2 rotor 13B-RE twin turbo or 3 rotor twin turbo 20B-REW. The 3 rotor made 300 HP and ~300 lb-ft of torque! Only a 4 speed automatic was available. https://t.co/1s0FuQjckF
Mazda's 1990s Eunos Cosmo is still wilder than any car on the road today https://t.co/C1x7iO9Of2 https://t.co/sJtbT1VGAR
Mazda Eunos Cosmo '92. Only production car with a triple rotor engine. 275bhp. First car with standard sat-nav. https://t.co/ZfuwNVfKzo
A pic of a beautiful 67 #Mazda Eunos Cosmo to start your morning. An amazing car and a pioneer of the #rotary engine https://t.co/mOLCPzTWVW
mazda eunos cosmo Q&A Review
Is it legal to drive a right hand car in US?
Emphatically, NO, it is perfectly legal to own and operate a right-hand drive vehicle in the US. There are numerous JDM (Japanese Direct Market) car clubs in the States that have people with cars that were imported just for the fact that they are from Japan. Some of the cars owned by people in these clubs are similar to cars sold here, but are sold under a different name in Japan and with different specs than their American counterpart. The most unusual right hand drive car I have seen was in Savannah GA in the nineties. One of the professors at the art school here had a light blue Mercedes two seater that was right hand drive. Unusual because he was living in the States which is normally left drive, and driving a German car, which is also left drive. If you look online, you can find several companies that specialize in importing “grey market” cars. The most popular of these are the early GT-R Skyline from Nissan, but I have also seen a Eunos Cosmo, which is built by Mazda, here in Georgia.
When did touch screens in cars come out?
The 1990 Mazda Eunos Cosmo was the first car to have a touch screen
Why was the rotary engine [Mazda] dropped/not taken up by other manufacturers?
It was a case of bad timing, to be honest. In the beginning, there was actually a great deal of interest in the Wankel engine. General Motors was investigating the rotary - they built a mid-engined rotary Corvette concept car - in the late 1960s and early 1970s. So were Nissan, Ford, Rolls Royce, Mercedes, and even Toyota. Rolls made a diesel rotary (great way to make up for the low torque numbers), Nissan made a Sunny (their subcompact car) with a rotary, and so on. What was the problem? The Oil Crisis of 1973. Rotaries have a lot of advantages, but one they do ,not, have is fuel efficiency. When the Oil Crisis hit, oil costs rose 300% from $3 a barrel to $12 on the global market, and significantly higher in the US. Suddenly, manufacturers started paying attention to fuel efficiency, which hurt the rotary severely. Prior to the Oil Crisis, most cars got far less than fifteen miles per gallon; as a matter of fact, 15mpg was a ,high, number. That crisis was ongoing for years, and peaked in 1979 with oil prices at nearly $40 per barrel, more than ten times what they were at the beginning of the crisis. During that time, gas priced skyrocketed, and manufacturers starting building smaller cars with smaller engines. EDIT,: ,I feel it necessary to remind people, based on the comments to this answer, that gasoline is a ,refined petroleum product,. That means it’s ,made from oil,, so when oil prices spike, so do gasoline prices as a result. Fuel economy became ,important,. In addition, at the same time, the NHTSA debuted the first crash standards. That led to increased weight from things like federally mandated 5mph bumpers and the like, meaning the lower torque ratings from rotaries were even more impactful than before. All those things contributed, but the ,real, nail in the coffin? The Clean Air Act of 1970. It imposed the first set of federally mandated emissions standards, which as we all know become increasingly strict over the years. Why did emissions standards kill the rotary? Rotaries have a very large surface area in the combustion chamber, which is a fundamental design flaw. The moving combustion chamber causes a great deal of fuel went unburned. The large surface area of the combustion chamber relative to its volume meant that fuel at the edges of the combustion chamber tended to condense and cool, which then got swept into the exhaust port in the rotor housing (or in the side port exhaust port in the final iteration of the rotary, the REnesis motor, as depicted below). Unburnt liquid fuel damaged catalytic converters over time and made for terrible mileage. Think about it, you’re literally throwing gas out the exhaust pipe! Not exactly a plus for mileage, that. Even worse is the moving nature of the Wankel’s combustion chamber. As you can see from the diagram, the triangular rotor spins around the eccentric shaft, connected to the epitrochoidal housing (it’s shaped like an oval with a slight pinch in the middle, like drawing an outline of the numeral eight). At each tip of the rotor, you need to a seal to keep each face of the rotor - each combustion chamber - separate. In a piston engine, you do that with a piston ring; each piston is slightly smaller than the cylinder it occupies, and the ring goes around each piston to separate the combustion chamber from the crankcase, keeping fuel and combustion on one side of the ring, and oil on the other, thus staying lubricated. You see the three lines on the piston? Those are the piston rings (there’s usually three) that seal off the combustion chamber above them from the crankcase containing oil below them. The rings look like this: They use the pressure from combustion to form a seal against the cylinder wall. Modern engines have very tight tolerances, and the rings are very effective at creating that seal. In a rotary, the equivalent is the apex seal. Shown here half inserted, the apex seal is actually spring loaded because the distance between the rotor tip and the housing varies slightly as the rotor spins, and the seal must press against the housing at all times. You can see the two leaf springs on the bottom of the apex seal inside the rotor. Since all faces of the rotor are experiencing a stage of the power cycle (intake, combustion, compression, and exhaust) at the same time, and specifically a ,different, stage, each face must be sealed from the other faces at all times. This adds additional thermal stress to the seal, since one side is very hot from combustion and the other side is cooling down. That’s a materials science problem that’s been improved on over the years, but not solved; the seals still tend to fail over time. In a piston engine, the top of the piston is always undergoing a stage of the power cycle, and the bottom half (the crankcase) ,never, undergoes one. That means you can lubricate those piston rings from the bottom without ever exposing the oil to combustion. If you’re burning oil in a piston engine, it’s because the piston rings are failing and need to be replaced. On a rotary, you don’t have a side of the seal that’s not exposed to combustion. So how do you lubricate it? You literally inject oil into the combustion chamber. See the oil injector in the top left? That’s right, you inject oil into the combustion chamber knowing it will be burnt because it’s the only way to lubricate the seals, and if you don’t lubricate the seals, they’ll seize and either get stuck at full extension and gouge the housing or get stuck at full compression and not make a seal at all. That’s what happens when a rotary needs a rebuild - the apex seals fail. Well, there’s coolant seals too but that’s another post for another day, and is much more rare. Rebuilds are cheap compared to a piston engine since you’re just taking it apart, replacing the gaskets and seals, then putting it back together. It takes an experienced mechanic less than four hours to complete the rebuild, and most shops can do a turnaround in a few days. Comparatively, rebuilding a piston engine takes weeks are the quickest. Of course, that’s needed way less often, so it’s a toss-up. Right, so you have to squirt in some oil. What’s the big deal? Bringing it all back around, let’s remember that we’re in an oil crisis in the 1970s, and the first real emissions standards have been imposed in the US (other countries would follow suit in later years). The rotary, which had interesting potential due to its compact size and high specific output (that is, how many horsepower per liter/cubic inch it made) is suddenly viewed in a different light. Now, it’s an oil burner that gets crappy mileage. In 1969, no one cared if it burned a bit of oil or got mediocre fuel mileage. By 1979 at the peak of the crisis ,everyone, cared. It had the exact combination of attributes to be affected in the worst possible ways by the crisis: bad mileage in a time of expensive fuel, oil consumption in a time of expensive oil, and bad emissions at the time of the first emissions standards. And all of these were ,by design,. They weren’t accidental, or something that could easily be engineered around. They were - and still are - part and parcel of the design of the Wankel rotary. What happened next? Mazda stuck with the rotary as a marketing ploy - it differentiated them from every other car company, and gave them something unique. But you’ll notice that instead of using it in ,all, their cars, they only used it in the RX series. RX literally stands for ,Rotary eXperiment,. Mazda does, even today, have a team of engineers (roughly twenty people) still working on a new rotary, called the 16X. They developed a hydrogen powered rotary, which saw limited use in 250 RX-8s made for the Japanese government. They recently announced the return of the rotary engine - a single rotor, small unit as a range extender for their upcoming electric cars. Everyone else? Dropped it like a hot potato. They weren’t significantly invested like Mazda, and had approached the Wankel rotary like they do most things - an interesting idea that they were willing to explore without committing to. It cost GM and the others little to discard their rotary projects, sadly. Is there any chance of a rotary revival? In a word, no. Combustion engines are a dying platform, being replaced with electric motors. GM has committed to a fully electric lineup by 2035 - a complete changeover in fourteen years! Ford will offer electric versions of all its cars in the next twenty years. Volvo will be all electric by 2040. Other car manufacturers are reading the writing on the wall and following suit. There will still be a few cases of ICE (internal combustion engine) powered cars - not everywhere on the planet (or off of it) has access to an electrical grid yet, and range extenders aren’t always the most practical solution - but overwhelmingly by 2040 or so you won’t be able to buy a gasoline or diesel powered vehicle. Ironically, even on Mars we’ll use electric vehicles; even though the greenhouse gasses bad emissions spew out would be ,good, for Mars’ atmosphere (at least in terms of making it closer to Earth), the complex infrastructure required to produce and refine hydrocarbon fuels like gasoline is large and expensive compared to batteries and solar panels, or even a nuclear power plant. And honestly, electric motors are simply ,better,. They’re more efficient, produce higher torque, and are smaller even than a rotary. They have few moving parts and are simple to build and rebuild. Even better, you can place them at the corners of the car (one for each wheel or axle) to better distribute weight for improved handling and more cost effective design. So that’s it, it’s over? Sadly, yes. There will be passion projects - the rotary is in a bit of a golden age at the moment in the tuner scene, with Rob Dahm’s all wheel drive RX-7, Daniel Mazzei’s tuner car, Logan’s race car from Defined Autoworks, all powered by 26B ,four rotor, engines. Mad Mike, the famous drifter from Australia, ran a rotary powered RX-7 for a long time. You can even buy a two, three, or four rotor engine made from billet aluminum, if you have the ,very, pretty penny that they cost. But you’ll never see a major manufacturer build a new car with a rotary again. I suppose I could see a final RX car in very limited quantities from Mazda as a “goodbye” to both the rotary and the combustion engine in general, but that would be the last gasp of rotaries. Goodbye combustion and hello electric! Post-Script,: I’m very thankful for the upvotes and comments, folks! Thanks! I wanted to add a few points to this that don’t really fit in the narrative above. Rotaries can’t take advantage of modern advances! Some of the biggest technological progress in the internal combustion world is the advent of variable intake and exhaust timing. In piston engines, this is achieved in several ways - the original VTEC from Honda added a third lobe to the camshaft that increased the duration of the intake or exhaust event by using oil pressure to engage that lobe at certain RPMs, and modern designs literally change the phasing of the camshaft to make valve timing almost infinitely variable. This allows piston engines to use optimized duration intake and exhaust events at nearly every RPM point instead of using a fixed camshaft design that was only optimized for one RPM range. You used to design (or buy) a camshaft with a profile that was optimized for one kind of power. You’d buy a high RPM racing camshaft for a racecar, or you’d design your cam to be optimized for low-end torque for a truck towing things, and you’d suffer bad performance and mileage when the engine operated outside those ranges. In a rotary, intake and exhaust timing is defined by the location and shape of the intake and exhaust ports. Traditionally, intake ports were in the rotor housing and exhaust ports in the irons, shown here: According to Super Street Online (who owns the above photograph): There are a few variations on the bridge port, but the basic concept is to add a new intake port or "eyebrow" next to the main ports, with a "bridge" on the side housing's surface left between them to support the corner seals and leading edge of the side seals they pass over this area. The objective with a bridge port is to add intake duration, which results in a significant increase in top-end power while also pushing peak power output up into the 8,000-plus-rpm range. The downside to bridge porting is a lumpy idle, poor low-rpm response, and increased fuel consumption, not to mention a pretty raunchy exhaust note—which is why this type of porting is more for race cars than street cars (though there are certainly plenty of rotorheads out there running bridge-ported engines on the street, just like there are pistonheads running big, lumpy race cams in their street cars)., Because the “lift” and duration of intake and exhaust events in a rotary are determined by the size and shape of holes in the housing and irons, there’s no way to make them variable. Smart metals like you see in ,Terminator 2, sadly don’t exist in real life, so you lose out on the optimizations available for piston engines. Heck, piston engines these days even have variable compression ratios and displacement (mostly by changing the effective length of the piston rod via a hydraulic system) - the Infiniti QX-50 features this system. Again, something you can’t replicate in a rotary. Those lost efficiencies would really hurt modern rotaries when going face to face with modern piston engines, even the vaunted 16X motor still in design by Mazda. What about that so-called “Golden Age” of rotary tuning you mentioned? There’s really three big names in the rotary world trailblazing. All of them are using four rotor engines. Mazda only ever sold two-rotor engines (the 12A and 13B engines) in the United States, with an effective 650cc displacement per rotor, thus the 1.3L size of rotaries in most of the world. They did sell a 20B three rotor engine in Japan and select markets in the Mazda Cosmos (marketed under the ‘Eunos’ brand for a while) with a 2L displacement, and those have been swapped into RX-7s (and other things) for decades now. I do know that some Australian and New Zealander shops have been playing around with 3+ rotor designs for a while know, but I don’t know enough about them to name names. The first trailblazer is Logan Carswell,, the owner of Defined Autoworks in Pataskala, Ohio, USA. He designed and built the first American 26B four rotor that I’m aware of, and was the first shop in North American to sell them - they were commercially available for select clients all the way back in 2014., , You can buy a four rotor from Defined starting at just under $30,000. , I don’t think Logan gets enough credit in the tuning scene, honestly - as far as I can tell, his was the first 26B in the US, and he designed and built it himself. The guy is a genius and a trailblazer, and I’d really like to see his name mentioned more. Logan’s project car is a naturally aspirated (meaning no turbocharger or supercharger) four rotor making somewhere around 600+hp at the wheels. You can watch a neat time-lapse engine build video here: Or see some footage of the car run here (jump to 2m30s to go straight to the car on the track): Logan can be found on various social media as “@DefineAutoworks”, even here on Quora: ,Defined Autoworks,. YouTube: ,Defined Autoworks, Instagram@DefinedAutworks: ,Login • Instagram Next up is Rob Dahm., Rob owns an IT consulting company (or perhaps did, I think he’s shifted into doing YouTube work full-time), and debuted his three rotor third generation RX-7 a while back in 2013, but 20B builds are nothing new. Shops have been doing 20B swaps since the early 2000s, and they may have existed as far back as the early 1990s, since Mazda sold the Cosmo from 1990–1995 in Japan. Rob’s probably the biggest name in rotary cars right now - he’s done an amazing job of taking his viewers with him on his misadventures, letting his audience learn and grow right with him. He’ll be the first to say that he didn’t know much when he started and is learning while he goes. Rob’s most famous for his four rotor (26B) powered, all-wheel drive RX-7 (though at what point it’s still an RX-7 when it’s a tube-chassis with different proportions than an FD is arguable). He premiered the (at the time, non-running) car at the SEMA show in 2016 (check out the footnote for a really great article about it), , - ironically, the one year in my life I was actually able to attend SEMA! - and had it running in 2020. Here’s a feature video by Garrett Motion (a turbocharger manufacturer): Rob does a lot of “for sh*ts and giggles” projects - he build a 13B-REW rotary powered C5 Corvette (and took it to LSFest!), is in the process of building a four rotor (26B) powered C8 Corvette, has his 20B RX-7, and whatever other shenanigans he’s gotten up to when I wasn’t looking. Obviously, Rob is best known for his 1,000+whp, all-wheel drive RX-7. Here it is on the dyno breaking the 1,000hp mark for the first time: Interestingly enough, his original engine got stolen in shipping! Given that the motor is worth around $50,000, it’s quite a story. Here he is on ,Ed Bolian,’s VINwiki channel telling the story: And finally, here’s his four rotor car racing Ken block’s Hoonicorn: Rob can be found on most social media by his name: Youtube: ,Rob Dahm, Instagram: @robdahm: ,Login • Instagram Last but not least is Dave Mazzei Dave is a passionate American who debuted his 26B powered RX-7 in 2018 to much fanfare. Dahm has been in the game longer, but Mazzei got his running first. The Formula Seven (as Mr. Mazzei calls it) was even featured on Rob Dahm’s YouTube channel: This is the Formula Seven getting tuned by famous rotary racer and tuner Abel Ibarra at his shop Flaco Racing, who made a name for himself racing rotaries in the 1990s and early 2000s. If memory serves, he holds the record for the fastest rotary drag car, but I could be wrong about that. Here’s Mazzei’s car on the streets, hooning around: There’s a really great feature here: ,Mazzei Formula: David Mazzei's 1993 Mazda RX-7 Here’s his four rotor teaser from early 2017: David can be found as “@mazzei_formula” on most social media. YouTube: ,Mazzei Formula, Instagram @mazzei_formula : ,Login • Instagram
Which is the best Mazda model?
Depends on your needs. Mazda's lineup (as with any manufacturer) is designed to reduce redundancy. It makes no sense to spend millions and billions on designing, building, distributing, and selling competitors to your own products. There's only one way that could end, and as GM proved a couple years ago, it's towards crap management and eventual bankruptcy. Thus, if you need a small, safe car for the new driver of the family, you buy a Mazda 3. If you need something with more room as a family car, you can opt for the Mazda 6 instead. Want a weekend toy? The new MX-5 is perfect for this. Need something more practical but is still nimble? A Mazdaspeed 3 should do great. Need a crossover? There's the CX-9. Too big? Try the CX-5 or CX-3. If you want an expanded view of all of Mazda's vehicles from the past as well, then it still begs the question "what for?" While it's been a universal opinion that Mazda's 2001 RX-7 FD3S Spirit-R was the pinnacle of their sports car development, it's not the car for everyone. If you take my situation for example, I live in the US, where it's still illegal to own the Spirit-R (it's 25 years before any vehicle can be imported, and the Spirit-R is a spritely 14 years old at this point), my state is completely bare of anyone skilled at working on rotary engines, I'm a young male driver whose insurance rates would kill me in something that fast if the car itself doesn't first, the fuel economy is terrible for a college student, and replacement parts would have to be shipped in from Japan, since the Series-8 RX-7 was only ever made and distributed there. Add the rarity of the vehicle, its picky maintenance, and extra need for TLC, and you've got a car more suited for an avid enthusiast or car collector with the disposable funds to hire a specialist capable of properly caring for the car. There's still a few highlights from Mazda's historic lineup worth sharing anyhow: -The MX-5 NA: The spiritual successor of the British roadster, but practical. Also the de facto gateway drug for motorsports addicts. -The Cosmo 110S: The first rotary Mazda made, and the beginning of Mazda's obsession with triangular lunacy. Later generations included the RX-5 and the Eunos Cosmo, which had the only production 3-rotor engine in existence. -The RX-7: The FB, FC, and FD are all unique in their own ways, but they're universally lauded as some of the fastest, most focused, spartan sports cars to have come from Japan. Their motorsports pedigree is nothing to scoff at either. -The RX-8: The last member of a dying breed. Mazda gave it the best chassis design of anything it's ever made, but the future of the rotary engine was bleak, despite the 13B-MSP's revolutionary technologies. -The Familia: Mazda's equivalent to Toyota's Crown. -The 323 GTX: The rally car no one knows of. -The Mazdaspeed 3: Mazda's hot hatch offering, and soon to be Mazda's most powerful road car ever. -The Mazdaspeed 6: A WRX owner's worst nightmare. An unassuming, Mazda 6-based, AWD, turbocharged 2.3L I4 powered road warrior. -The Luce: A pretty little thing, and also the only car Mazda made with a FF, rotary configuration in its first generation. The later generations would become the RX-4, another famous rotary-powered car from Mazda. -The B-Series trucks: The most tangible evidence of Mazda and Ford's partnership. A badge-engineered Ford Ranger, or the other way around, depending on who you ask. As such, they're a PITA to work on, but highly abusable. -The CX-7: Mazda's first foray into the explicitly-designed-as-such CUV market. I almost want to say it set the trend of modern CUVs being roughly the shape of a bloated Volkswagen Beetle. -The MX-5 NB Coupe: An oddball MX-5 designed and built originally as a hardtop coupe, rather than the roadster everyone is familiar with. Highly coveted everywhere except for Japan, which is the only place it was ever sold. -The MX-3: A small, borderline-supermini sports car in an FF configuration. Could be optioned with a V6. Essentially what would have happened if the Mitsubishi FTO had made it to the US-market. -The Savanna: Most people only remember this car because of the RX-3, which was ridiculously successful in motorsports at the time. The first RX-7 was also called the Savanna in Japan. -The Autozam AZ-1: A joint venture with Suzuki to manufacturer a sports car under Autozam, Mazda's offshoot kei-car-dedicated marque. The end result was a batty, tiny, two-seater, mid-engined, all-wheel-drive, turbocharged inline-3-powered, Japan-only, gullwing-doored, road-legal go-kart. There's plenty more I'm probably forgetting, but this should be a good start.
Are personal quantum computers realistic or science fiction?
Would anyone in 1958 predicted that in 50 years almost everyone would carry a complete radio receiver and transmitter with them? History teaches that advances in technology can allow remarkable and unexpected products. OTOH, how many people carry high performance calculators? Given what quantum algorithms do best, it is hard to imagine the market for personal quantum computers being sufficient to justify the effort. Then again, who would have predicted locator devices using satellite return data would become a commonplace feature for cars? In 1989, ,Magellan Navigation Inc., unveiled its Magellan NAV 1000, the world’s first commercial handheld GPS receiver. These units initially sold for approximately US$2,900 each. In 1990, ,Mazda,'s ,Eunos Cosmo, was the first production car in the world with a ,built-in GPS navigation system,. Even so, IMHO, quantum computing will be best done as a Cloud Service which the everyday user can access by smart phone.
Is there any information on the Mazda Cosmos (year, date, and engine)?
It is COSMO not Cosmos! Cosmo 11S 1967–72 Rotary L10A/L10B (Sports car) 121/RX-5 Cosmo 1975–1981 Rotary 13B/1.8L R4 piston engine (Luxury Coupe) 929/Cosmo HB 1981–1989 Rotary 13B/2L R4 piston engine (Luxury Coupe/Family Sedan) Eunos Cosmo 1990–1996 Rotary 13B/20B (Mazdas top of the line Luxury Coupe of all times!)
In which car can we find a wankel?
In Mazda’s such as the RX-7, RX-8 and Cosmo Eunos Wankel engine Mazda Cosmo Eunos Mazda RX-7 Spirit R
Which Mazda model has a rotary engine?
Cosmo 110 S, R100, R130, RX-2, RX-3, RX-4, RX-5, RX-7, RX-8, RX-9, Rotary Pickup, Roadpacer, Luce, Eunos Cosmo, (RX-500, 787B).
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