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Date: Mon, 23 Jul 2007 20:39:54 -0500
From: Charlie England <ceengland@bellsouth.net>
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To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Subject: Re: [FlyRotary] Re: last time, i promise - carb vs EFI
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Not a fair comparison. I believe he explains in the book that with the 
3-carb intake manifold, the center carb ducting tied the two rotors 
together more or less at the block, killing all possibility of tuning 
(or even de-tuning the intake). The injection manifold properly tunes 
the intake based on Mazda's research.

Charlie

Jeff Whaley wrote:
> Your question is best answered by Tracy; however, if I remember Tracy’s 
> literature correctly, he went from an estimated 160 hp (with Mikuni 
> carbs) to an estimated 180 hp with his first implementation of EFI … if 
> these numbers are correct then it’s 180 / 160 or about 12.5% increase.
> 
>  
> 
> Jeff (engine running again after forced rebuild)
> 
>  
> 
> ------------------------------------------------------------------------
> 
> *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] 
> *On Behalf Of *kevin lane
> *Sent:* Monday, July 23, 2007 2:01 AM
> *To:* Rotary motors in aircraft
> *Subject:* [FlyRotary] last time, i promise - carb vs EFI
> 
>  
> 
> I still never got an answer to my original question;  how much more 
> power comes from EFI vs. carb?  or is it a case that efi is just better 
> tuned at all rpms since it has so many easily controllable parameters?  
> does efi produce an optimum mixture and finer fuel droplets that can't 
> be matched by the carb?  if it does produce more complete burning and 
> efficiency, how much?  I hear these type stmts, but never numbers.  are 
> we talking 5%, 10%, 20%?    kevin (renesis in my future :-)
> 
> 
> 
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