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Rotary engines are notorious for leaking oil, and there is nothing worse than installing a new engine, and seeing it leak oil. It is especially frustrating on the FD3S Rx7 where you either have to pull the engine back out, or drop the entire subframe to get to the oil pan. If you have a turbocharged 13B its an even larger issue, especially as power output goes up.
There are 3 key problem areas with the OEM pans. First and foremost, the OEM pan flange is simply too thin, and is easily damaged when removing. If the pan flange isn't flat, its not going to seal. Secondly the engine is a sandwhich of aluminum( rotor housings), and cast iron( sideplates). Each of these metals expands and contracts differently, making it harder to seal against. Piston engines do not have this issue, they are sealing against one material that is all one piece. Lastly the rotary engine's moving combustion chamber has a much harder time sealing compared to a piston engine. It gets worse as the boost is turned up also. When cankcase pressure is elevated under boost, this increases blow-bye bringing gasoline into the oil pan. Gasoline acts as a solvent, eating the RTV/Gasket.
Enter the ultimate solution, the Turblown 13B FC3S & FD3S investment cast oil pans.
These units use a 1/2" thick main engine flange, that is much more rigid than OEM. An O-ring is also used on both models to seal against the different expansion rates & higher crankcase pressure. The FD3S models also have a recessed ledge near the oil pan cavity to increase RTV sealing width. This also acts as a defense against excess RTV squeezing into the pan which can block the pil pickup tube. The thickness of the pan also replaced the need to use an oil pan brace to increase engine rigidity.
Besides fixing leaks these pans also boosts many performance upgrades. Oil temperatures can drop up to 20 degrees F on a track driven car. Oil temperatures drop because of the large mass of aluminum, the external fins, and in the case of the FD3S unit, the raised baffle plates. These all act as a large heat sink to bring oil temperatures down. Increased oil capacity, also lowers oil temperature. Each pan holds 1 to 1.5 more quarts and the larger volume slows down the rate of change in temperature. Think of a how a larger pot of water takes more heat and time to boil vs a smaller one. Increased capacity also helps with engine bearing longevity, as it takes longer to dilute & contaminate with more capacity.
Furthermore oil starvation is an issue when driving these cars aggressively, especially for drifting, autoX, or roadcourse racing. Even a very high HP drag car at launch can easily lose oil pressure from oil sloshing away from the pickup tube. Both models feature a baffle plate that bolts in. You can see the trap door system on the FC3S is integrated into its baffle plate below.
With today's modern ecus, you can easily datalog oil pressure, and see this is a real problem. Our local test FC3S exhibited loss of oil pressure during certain corners at the local track, and the installation of this pan completelty fixed the issue.
These pans do not sit below the OEM subframe, and the FD3S model has provisions for the OEM low oil level sensor. The FC3S unit does not, as its trap door system interfers with it. The FC3S model required a more complex trap door system because of its overall depth, which is a lot more problematic.
FC3S models are available for purchase here, and in stock
FD3S models are available for pre order here, and our first batch arrives next month( already all sold out). We do however have 300 more in production for late Dec 2025.
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