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Date: Fri, 05 Sep 2008 18:50:32 -0400
From: Ernest Christley <echristley@nc.rr.com>
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To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Subject: Re: [FlyRotary] Re: New rotary engine-mazda points on design
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George Lendich wrote:
> Ed,
> I was wondering about all that and hope any gains aren't negated by 
> the removal of some highly tuned and complicated intake manifold, that 
> won't fit into a cowl- like the Renesis manifold.
>
The gains are coming from increased volume.  When it comes to power, 
there is NO substitute for volume.  We may not be able to get rated 
power with an unoptimized, NA intake, but we WILL get more power.
> There is also the concern of how good the surface treatment of the 
> aluminium side housing are going to be. I guess only time will tell. I 
> hate the first release of anything like this, it invariably has problems.
>
That is a valid concern, but ceramic surface coatings have come a LONG 
way in the past 20 years and are well understood by the people that need 
to understand them.  There isn't anything really cutting edge about what 
they're doing.  I plan to treat the engine I'm almost ready to start as 
a 500hr engine.  I'd treat the 16B the same way, just because they're so 
cheap to replace.
> Then there's the complexity of injection and the very high pressure of 
> direct injection, as well as the associated hardware and much needed 
> software to make it all work.
 From the animations, the injection timing will have the injectors 
blowing fuel into a chamber that is below atmospheric, unless there is a 
turbo pumping up the working chamber.  Remember, the rotor is pulling 
air into the chamber so you'll have less than 100% VE.  Neither the 
hardware nor the software are anything new.  The only thing different is 
when the software tells the hardware to blow fuel.  Just a little 
tweaking of some software parameters.  No new territory is being 
discovered.  Again, nothing cutting edge.

-- 

http://www.ernest.isa-geek.org