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From: "Tracy crook" <lors01@msn.com>
To: flyrotary@lancaironline.net
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Subject: RE: [FlyRotary] Re: Fw: Different Rotary Port configurations
Date: Tue, 19 Jun 2007 22:47:18 -0400
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>From: Lehanover@aol.com
>Reply-To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
>To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
>Subject: [FlyRotary] Re: Fw: Different Rotary Port configurations
>Date: Tue, 19 Jun 2007 18:55:29 EDT
>
>
>In a message dated 6/19/2007 5:04:31 P.M. Eastern Daylight Time,
>lors01@msn.com writes:
>
>DI would  indeed be 'the bomb'.   Hope Mazda picks up on this for the 
>rotary
>because a DIY injector port into the combustion chamber is not something  
>for
>the average home workshop!
>
>Tracy
>
>
>
>Wouldn't any injection after the exhaust port closed preclude, overlap
>affecting mileage?
>
>A conventional injector(s) above the intake port would be in a cool low
>stress area.
>
>Easy to do................
>
>Injecting across the hot rotor face would get things atomized  quickly.
>
>No mass being added to the inducted air column. So curves in the intake
>tubes wouldn't screw things up quite so badly.
>
>Lynn E. Hanover
>

That might be right Lynn.  I was thinking mainly about the BSFC issue and 
the auto industry seems to be going with high pressure right into the 
combustion chamber so I assume there is something to be gained from that, 
maybe stratified charge, I'm not sure what the factors are.

Powersport (the original with Everett Hatch) tried fuel injection into the 
oil injection ports in rotor housing but Everett said it did not work well 
for some reason.  No details though.

Tracy