X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao05.cox.net ([68.230.241.34] verified) by logan.com (CommuniGate Pro SMTP 5.1c.3) with ESMTP id 1349795 for flyrotary@lancaironline.net; Sat, 26 Aug 2006 11:10:00 -0400 Received-SPF: none receiver=logan.com; client-ip=68.230.241.34; envelope-from=alventures@cox.net Received: from fed1rmimpo02.cox.net ([70.169.32.72]) by fed1rmmtao05.cox.net (InterMail vM.6.01.06.01 201-2131-130-101-20060113) with ESMTP id <20060826150918.IZFV12909.fed1rmmtao05.cox.net@fed1rmimpo02.cox.net> for ; Sat, 26 Aug 2006 11:09:18 -0400 Received: from BigAl ([72.192.132.90]) by fed1rmimpo02.cox.net with bizsmtp id Ef9J1V0091xAn3c0000000 Sat, 26 Aug 2006 11:09:18 -0400 From: "Al Gietzen" To: "'Rotary motors in aircraft'" Subject: Exhaust systems - a little different perspective Date: Sat, 26 Aug 2006 08:09:30 -0700 Message-ID: <000001c6c921$a1b5ae60$6400a8c0@BigAl> MIME-Version: 1.0 Content-Type: multipart/mixed; boundary="----=_NextPart_000_0001_01C6C8E6.F556D660" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2962 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C6C8E6.F556D660 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0002_01C6C8E6.F556D660" ------=_NextPart_001_0002_01C6C8E6.F556D660 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable I'll start by saying I don't disagree with anything that Lynn says here (message below), but I'm going to look at it a bit differently. It's a matter of objective and what you get for your trouble; and its = importance to flying (5000-6500 rpm) vs racing. =20 I studied a lot about tuning intake and exhaust before doing my installation, and ultimately let my design be dictated strictly by the = needs of the 'packaging' configuration for minimum weight and drag - and some quieting of the exhaust. The result is shown in the attached photo. = (See more at http://members.cox.net/alg3/ROTARY%20ENGINE.htm ) I have a clean short intake manifold; an inconel tangential manifold/muffler with short headers going into the can; and a small muffler of my own design = downstream. I did pay attention to port-matching and smooth bends on the intake for = good flow. =20 The actual measured dynometer results give me 280 hp (93.3 hp/ rotor) at 6500 rpm with a normally aspirated engine - and 9.0 to 1 compression = rotors; a nice flat torque curve, and a reasonably quiet exhaust. It allows for = a nice clean, compact cowl, and clean airflow into the prop (Velocity = pusher). I don't doubt that I could get a few more horses with optimized = induction and exhaust, but from what measured results I've seen, I don't think = very much. We ran with and without the secondary muffler and found no = detectable change in power, and 6 - 8 db noise reduction. The easiest gain in power would have been for Atkins to put in 9.7 to 1 rotors - but that's = another story. =20 Keep in mind also that wrapping the exhaust (or ceramic coating on the outside which would make little additional difference) to reduce heating inside the cowl, makes the pipes run that much hotter which can reduce = their life (stress corrosion and thermal stress). Coating the inside is a = good idea because it reduces the wall temp and keeps a bit more heat in the gases, although analysis suggests the .007 to .010 coatings would have = less of an effect than the purveyors of the coatings advertise. The big gain would be from reduction of surface emissivity, but it's difficult to say what effect remains after the inner surfaces get coated with exhaust products. =20 I chose to leave the surfaces bare, and added a small scoop in the = bottom of the cowl to direct some airflow around the exhaust to keep the temps = down. Also note that the expansion of the exhaust into the tangential muffler results in some instant cooling (Charle's law of expanding gasses). =20 Having said all that relating to performance, I don't know yet about the reliability of the exhaust design. I only have about 15 hours on the engine, and probably less than an hour of that is at full power. I do = have concerns about that and will keep a very close watch on the exhaust = welds. =20 FWIW, =20 Al =20 =20 -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Lehanover@aol.com Sent: Friday, August 25, 2006 5:43 PM To: Rotary motors in aircraft Subject: [FlyRotary] Exhaust systems =20 Check for posts by Lynn Hanover - he's called out the exhaust lengths = and diameters a bunch of times (I can't remember exactly otherwise I'd = parrot it here for you).=20 Although the rotary is a 4 Otto cycle engine it tunes like a 2 Otto = cycle engine. And it is very sensitive to inlet runner lengths and diameters = and exhaust lengths and diameters. So it tunes like a big dirt bike engine. = You cannot make a huge gain in HP by doing it right, but you can leave a lot = on the table by doing it wrong. Except for the RX-8 engine the intake and exhaust are connected during overlap at BDC and the exhaust can = interfere with the intake to poor result.=20 =20 The number one factor in exhaust design is that both primary pipes join = at the same length and enter the collector at the same angle. Look at the Racing Beat Catalog pictures of the street headers. Note the extra bends = in the rear tube to result in the same centerline length as the front tube. = Any design that does not collect the primary pipes is a non-starter, HP = wise. =20 Primary tube diameters are just a bit larger than the exhaust liner. In = most cases 1 7/8" to 2" ID is what you end up with. Measure the liner ID at = the face. I gave up on the exhaust gaskets years ago, and Just lay on a bead = of 100% GE silicone around each port about 5/8" outboard of the hole, and = bolt on the manifold before it sets up. Never had a leak. =20 Primary lengths in multiples of 10"-12" looking for 32" to 36" to the collector if you have the room and can stand the complexity. Ceramic = coated inside and out would be good. Heat wrap makes an astounding difference. = You can touch the exhaust while the engine is screaming. The race car is not drivable without heat wrap on the muffler. The interior sheet metal = turns from white to brown with paint blisters. We run heat tape and a shield = over a 4" ID stainless packed Borla. =20 After the collector ending at 2 1/2" then up to 3" for the run to the muffler if any. Only round will last very long. I thought the Spintech looked promising with all of the vanes supporting both sides. If the = design allows for a large volume to let the pulses drop to subsonic, velocity = is traded for pressure and generally the muffler is hammered to pieces in = short order. After the collector there is little affect in differing pipe = lengths. In the RS series and in the Racing Beat catalogue there are = recommendations for lengths that include having the collector right at the muffler 102" from the flange. Good for overall RPMs, but not = particularly good at any specific RPM. Even with the Mazda racing muffler at the very = end of a long system under the rear bumper, it was a good idea to wire up = both ends of the muffler so when it comes apart you don't drop pieces on the track.=20 =20 If you have minimal back pressure, any leaks will result in air being = drawn into the system with much popping and banging on spool-down. =20 =20 The system has to be stainless. You must shield either the pipe (Easy = and light) or the equipment you don't want melted, (harder and heavier), or = it will overheat. If the exhaust system can see it (line of sight) it will melt.=20 =20 If the engine can move and part of the exhaust system is tied down = tight, it will fracture a tube and set a fire going. Add or fabricate a flex = joint. Allow for a length change with temperature changes. =20 That's a start. =20 Lynn E. Hanover =20 =20 =20 =20 ------=_NextPart_001_0002_01C6C8E6.F556D660 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

I’ll = start by saying I don’t disagree with anything that Lynn says here = (message below), but I’m going to look at it a bit differently. =  It’s a matter of objective and what you get for your trouble; and its = importance to flying (5000-6500 rpm) vs racing.

 

I studied a lot about tuning = intake and exhaust before doing my installation, and ultimately let my design be = dictated strictly by the needs of the ‘packaging’ configuration for = minimum weight and drag – and some quieting of the exhaust.  The = result is shown in the attached photo. (See more at http://members.c= ox.net/alg3/ROTARY%20ENGINE.htm ) I have a clean short intake manifold; an inconel tangential = manifold/muffler with short headers going into the can; and a small muffler of my own = design downstream.  I did pay attention to port-matching and smooth bends = on the intake for good flow.

 

The actual measured dynometer = results give me 280 hp (93.3 hp/ rotor) at 6500 rpm with a normally aspirated engine = – and 9.0 to 1 compression rotors; a nice flat torque curve, and a = reasonably quiet exhaust.  It allows for a nice clean, compact cowl, and clean airflow into the prop (Velocity pusher).  I don’t doubt that = I could get a few more horses with optimized induction and exhaust, but from = what measured results I’ve seen, I don’t think very much.  We ran = with and without the secondary muffler and found no detectable change in power, = and 6 – 8 db noise reduction. The easiest gain in power would have been for = Atkins to put in 9.7 to 1 rotors – but that’s another = story.

 

Keep in mind also that wrapping = the exhaust (or ceramic coating on the outside which would make little = additional difference) to reduce heating inside the cowl, makes the pipes run that much hotter = which can reduce their life (stress corrosion and thermal stress).  Coating = the inside is a good idea because it reduces the wall temp and keeps a bit = more heat in the gases, although analysis suggests the .007 to .010 coatings = would have less of an effect than the purveyors of the coatings advertise. =  The big gain would be from reduction of surface emissivity, but it’s difficult to say what effect remains after the inner surfaces get coated = with exhaust products.

 

I chose to leave the surfaces = bare, and added a small scoop in the bottom of the cowl to direct some airflow = around the exhaust to keep the temps down.  Also note that the expansion of = the exhaust into the tangential muffler results in some instant cooling = (Charle’s law of expanding gasses).

 

Having said all that relating to = performance, I don’t know yet about the reliability of the exhaust = design.  I only have about 15 hours on the engine, and probably less than an hour = of that is at full power.  I do have concerns about that and will keep a = very close watch on the exhaust welds.

 

FWIW,

 

Al

 

 

-----Original = Message-----
From: Rotary motors in = aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Lehanover@aol.com
Sent: Friday, August 25, 2006 5:43 = PM
To: Rotary motors in = aircraft
Subject: [FlyRotary] = Exhaust systems

 

Check for posts = by Lynn Hanover – he’s called out the exhaust lengths and diameters = a bunch of times (I can’t remember exactly otherwise I’d parrot it = here for you).

Although the rotary is a 4 Otto cycle engine it tunes like a 2 Otto cycle engine. = And it is very sensitive to inlet runner lengths and diameters and exhaust = lengths and diameters. So it tunes like a big dirt bike engine. You cannot make a = huge gain in HP by doing it right, but you can leave a lot on the table by doing = it wrong. Except for the RX-8 engine the intake and exhaust are connected = during overlap at BDC and the exhaust can interfere with the intake to poor = result.

 

The number one factor in exhaust design is that both primary pipes join at = the same length and enter the collector at the same angle. Look at the Racing = Beat Catalog pictures of the street headers. Note the extra bends in the rear = tube to result in the same centerline length as the front tube. Any design = that does not collect the primary pipes is a non-starter, HP = wise.

 

Primary tube diameters are just a bit larger than the exhaust liner. In most = cases 1 7/8" to 2" ID is what you end up with. Measure the liner ID at = the face. I gave up on the exhaust gaskets years ago, and Just lay on a bead = of 100% GE silicone around each port about 5/8" outboard of the hole, = and bolt on the manifold before it sets up. Never had a = leak.

 

Primary lengths in multiples of 10"-12" looking for 32" to = 36" to the collector if you have the room and can stand the complexity.  Ceramic coated inside and out would be good. Heat wrap makes an astounding difference. You can touch the exhaust while the engine is = screaming. The race car is not drivable without heat wrap on the muffler. The = interior sheet metal turns from white to brown with paint blisters. We run heat = tape and a shield over  a 4" ID stainless packed = Borla.

 

After the collector ending at 2 1/2" then up to 3" for the run to = the muffler if any. Only round will last very long. I thought the Spintech = looked promising with all of the vanes supporting both sides. If the design = allows for a large volume to let the pulses drop to subsonic, velocity is = traded for pressure and generally the muffler is hammered to pieces in short order. = After the collector there is little affect in differing pipe lengths. In the = RS series and in the Racing Beat catalogue there are recommendations for = lengths that include having the collector right at the

muffler 102" from the flange. Good for overall RPMs, but not particularly = good at any specific RPM. Even with the Mazda racing muffler at the very end of = a long system under the rear bumper, it was a good idea to wire up both ends of = the muffler so when it comes apart you don't drop pieces on the = track. 

 

If you have minimal back pressure, any leaks will result in air being drawn = into the system with much popping and banging on = spool-down.  

 

The system has to be stainless. You must shield either the pipe (Easy and = light) or the equipment you don't want melted, (harder and heavier), or it will = overheat. If the exhaust system can see it (line of sight) it will melt. =

 

If the engine can move and part of the exhaust system is tied down tight, it = will fracture a tube and set a fire going. Add or fabricate a flex joint. = Allow for a length change with temperature changes.

 

That's a start.

 

Lynn E. Hanover

 

 

 

 

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