X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from ey-out-2122.google.com ([74.125.78.26] verified) by logan.com (CommuniGate Pro SMTP 5.2.7) with ESMTP id 3116534 for flyrotary@lancaironline.net; Fri, 05 Sep 2008 19:36:33 -0400 Received-SPF: pass receiver=logan.com; client-ip=74.125.78.26; envelope-from=msteitle@gmail.com Received: by ey-out-2122.google.com with SMTP id 25so296209eya.25 for ; Fri, 05 Sep 2008 16:35:58 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:received:received:message-id:date:from:to :subject:in-reply-to:mime-version:content-type:references; bh=YQQYkJ/2uR25Z40mVOqQntz/YDczDgT8WaVEJnGynZo=; b=rhk9P7KTwbnz7iubm5FmXF7R+7KTwUjyZGUe9l3pycyGuDUn55fOLBSN0+zT/7vZfb qVXnnIdy8yKag2ADOKklGY2UZ8zsvD2TiLdDy3uUI/w4k/9XAxsrCL55GkYVSeqLPvbQ AZNLrYQ0EXiL9QlaLKhpuyJXMVrwQW6rG7YCw= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=message-id:date:from:to:subject:in-reply-to:mime-version :content-type:references; b=Y1uISS858ZBcHB6oeeuBLaNT79cTcBJVnIaNY+yuQR35xA6Q2dSINaOgsBCmpUo2Di PTc2iVaDAzWLaLy3Tzm+XSHGRAgRDWLczdOq1JbOLnbLUUO7Br0lkJUtGvWu9Xuf4wsR CswP+ev9UbhKEl5I3uRYLSXCEs65WreLqGN7M= Received: by 10.210.27.20 with SMTP id a20mr14474547eba.119.1220657757732; Fri, 05 Sep 2008 16:35:57 -0700 (PDT) Received: by 10.210.24.6 with HTTP; Fri, 5 Sep 2008 16:35:57 -0700 (PDT) Message-ID: <5cf132c0809051635y615f1947o9c74b4f600d201f4@mail.gmail.com> Date: Fri, 5 Sep 2008 18:35:57 -0500 From: "Mark Steitle" To: "Rotary motors in aircraft" Subject: Re: [FlyRotary] Re: New rotary engine-mazda points on design In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_Part_67702_3793613.1220657757703" References: ------=_Part_67702_3793613.1220657757703 Content-Type: text/plain; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit Content-Disposition: inline Just wondering if there could possibly be a 24b lurking in the wings? Now that would really make me drool. Mark S. On Fri, Sep 5, 2008 at 5:50 PM, Ernest Christley wrote: > 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 > > > > > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: > http://mail.lancaironline.net:81/lists/flyrotary/List.html > ------=_Part_67702_3793613.1220657757703 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit Content-Disposition: inline
Just wondering if there could possibly be a 24b lurking in the wings?  Now that would really make me drool.

Mark S. 

On Fri, Sep 5, 2008 at 5:50 PM, Ernest Christley <echristley@nc.rr.com> wrote:
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

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