X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from poplet2.per.eftel.com ([203.24.100.45] verified) by logan.com (CommuniGate Pro SMTP 5.3.2) with ESMTP id 4124916 for flyrotary@lancaironline.net; Sun, 14 Feb 2010 16:05:05 -0500 Received-SPF: none receiver=logan.com; client-ip=203.24.100.45; envelope-from=lendich@aanet.com.au Received: from sv1-1.aanet.com.au (mail.aanet.com.au [203.24.100.34]) by poplet2.per.eftel.com (Postfix) with ESMTP id 7905817398C for ; Mon, 15 Feb 2010 05:04:27 +0800 (WST) Received: from ownerf1fc517b8 (203.171.92.134.static.rev.aanet.com.au [203.171.92.134]) by sv1-1.aanet.com.au (Postfix) with SMTP id AE91EBEC036 for ; Mon, 15 Feb 2010 05:04:25 +0800 (WST) Message-ID: From: "George Lendich" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: Throttle limits was Re: N.A. Renesis to turbo Date: Mon, 15 Feb 2010 07:04:26 +1000 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_003F_01CAAE0D.1C45BA20" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.5843 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 X-Antivirus: avast! (VPS 100214-0, 02/14/2010), Outbound message X-Antivirus-Status: Clean This is a multi-part message in MIME format. ------=_NextPart_000_003F_01CAAE0D.1C45BA20 Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: quoted-printable Scott, The effect oil temp has on VE, wasn't me. I believe Lynn would be the = man to speak on that one. I know Lynn has spoken about reduced HP over = 160 for oil and 180 for water. My knowledge on the 16B is limited, all I know is that any fuel charge = cools the combustion chamber. Are you suggesting it is directed toward = the inlet air for cooling effect - that would be new to me. I would = think that the placement at the top of the engine is because it's just = prior to serious compression, although there is compression happening = there the higher pressure injectors can overcome the pressure at that = stage. If there are any other reasons for the injector placement they are = unknown to me that this stage. I am keen to see the outcome of the 16B - perhaps a PP wouldn't be = needed for our application . I can only assume the HP claims will = include benefits of a fancy inlet which we won't be able to fit into a = cowl etc. George (down under) George; You were discussing (earlier) the effect oil temp has on volumetric = efficiency, namely that oil temps of 160 are cool enough to alow a good = air charge to enter the chamber, but higher oil temps caused rapid = adiabatic expansion of the air, reducing air density, reducing power. Is = that an acceptable summary? Anyway, I was looking at the direct injected 16b engine depicted on = PL's site, and had to wonder?? would this fuel spray cool the intake air = charge via direct contact cooling fast enough to increase charge density = and vaporize the fuel better too? (win-win)? Especially in a P Port engine?=20 Just wondering Scott -----Original Message----- From: George Lendich To: Rotary motors in aircraft Sent: Sat, Feb 13, 2010 1:20 pm Subject: [FlyRotary] Re: Throttle limits was Re: N.A. Renesis to turbo Bill, I have stated this before and I will gain, my calculations indicate a = 44mm inlet ( per rotor) being the size needed to 7,500 rpm - giving max = inlet velocity ( of 100/120 mph). It wasn't until I seen that the = Powersport PP inlet tubes were 44mm that I was reassured I was on the = right track. Others that we know push for the 3" ( 75mm) TB, such as the = Renesis TB, nice that it is. Not many builders will go to 7,500 rpm so 44mm is slightly overkill. Probably could go as low as 38 to 40mm for lower RPM, but I would have = to crunch the numbers. At the time I was thinking I would have to go to = 7,500 RPM on the single rotor to get max take-off performance, so worked = with those numbers. Of course the lower the inlet diameter the higher = the velocity and the better the VE. Lynn spoke of 38mm and 44mm chokes, If I remember correctly and chokes = they are in his racing application of much higher rpm, but the trade-off = is inlet velocity. I know one of the ex-Powersport people are making ( machining) 44mm PP = with 2 piece inlet tubes and fitting them to housings with O rings. I = believe this service is available to anyone interested. Information = passed to me was that Powersport never had any sealing problems after = they went to this arrangement. Believe you me, they spent a fortune on = development. I'm just wondering how I'm going to get my housing over there to get = it done. George ( down under)=20 Ed, This throttle body size thing came as a surprise to me a couple of = years ago when I first started my engine. I selected the 75MM size = because that was what was in the RX-8 car. It pretty obviously is way = too large for our application. Apparently even the 65 MM that Dennis is = using appears to be too large. I suppose that is because in the car, = the engine can rev to 8K+ rpms. We are only revving in the 5-6K range = with an occasional outlier up in the low 7K range. The fact that the = car can rev so high, I suppose, is the reason that there are no = complaints about dead pedal in the car. Thanks to you, I feel I now understand what is causing the = phenomenon. I don=E2=80=99t see that it is a problem that should be = fixed, at least, not yet. I just need to work on getting the engine to = produce the most power it can and then, maybe, resize my prop to get = rpms in a good power band for takeoff. It seems that I remember someone on the list (probably Lynn) talking = about a couple of carb throats being 44MM that he uses. If so, they = (two of them) would have an area of about 3040 MM. A single 65 MM body = would have an area of 3317 MM.. an increase of over 9%. A 75 MM body = would have an area of 4415 MM=E2=80=A6a whopping 45% increase! Bill B -------------------------------------------------------------------------= --- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] = On Behalf Of Ed Anderson Sent: Friday, February 12, 2010 4:38 PM To: Rotary motors in aircraft Subject: [FlyRotary] Throttle limits was Re: N.A. Renesis to turbo Bill, if Dennis had a TB just big enough that it exactly provided = 100% power at sea level, then as he increases in altitude, he will find = more and more throttle travel that does nothing to increase power. This = is because it takes less and less throttle plate opening to provide = sufficient airflow for the pressure/air density in the manifold to reach = the ambient pressure/air density (ambient density is decreasing with = altitude). Since that air density is less than at sea level, it = requires less throttle opening to reach than at sea level. The position of the throttle plate affects only the air flow volume = (not the density of that air airflow), but the amount of air flow volume = does determine the air density in the manifold. The external = atmospheric pressure is of course what is forcing the air through the = throttle body =E2=80=93 The less air pressure at altitude means less air = is flowing through the TB as you gain altitude. Remember even though to = simply the verbiage - we often talk of the engine = =E2=80=9Csucking=E2=80=9D but of course it does not. The engine simply = opens its ports and whatever pressure is in the manifold forces that = air into the essentially empty combustion chamber.=20 Think of it this way, there are two ways you can have ambient air = density in your intake manifold. Those two ways are with the throttle = open or the throttle closed =E2=80=93 a contradiction? Not, so. You = may have ambient air pressure/density in the manifold when the engine is = running and TB open sufficiently to provide ambient pressure in the = manifold OR when the engine is not running. When the engine is stopped - you also have ambient pressure in your = intake even with your throttle 99.99 % closed because the engine is not = =E2=80=9Csucking=E2=80=9D any air out of the manifold when stopped. So = a small leak in the throttle bottle is sufficient for the manifold = pressure to reach and maintain ambient when the engine is not running.=20 What Dennis has done with his DIE intake does not change this = factor, but what the pulse in the intake does when it reaches the other = end of the intake manifold (note how his intakes are tied together so = the pulse can travel from one intake port of one rotor to the intake = port of the second rotor) is briefly create a localized pressure = increase in the intake manifold right at the intake port as it is open. = This in effect shoves more mixture into the combustion chamber =E2=80=93 = in effect it is a very brief supercharger effect. It only lasts for = milliseconds and therefore you don=E2=80=99t get the same power increase = that you would if you had a turbocharger pushing in denser air the = entire time the intake is open. On the other hand you don=E2=80=99t = have 30-50 lbs more weight and for basically no more than fabricating = your intake different =E2=80=93 it=E2=80=99s basically a free lunch.=20 But, as Dennis will tell you - doing the analysis to get the = equations so you get dimension correct for the effect =E2=80=93 can give = you a headache {:>) =E2=80=93 right Dennis??. So, anyhow, back the throttle travel, if your TB is larger than = needed to reach 100% power at sea level, then you would also find = =E2=80=9Cexcess=E2=80=9D throttle travel sitting on the ground with the = engine running at WOT. Once the throttle is opened sufficient for = manifold pressure to reach ambient, then opening it further will provide = no increase in power. You have in the vernacular- =E2=80=9CMaxed = Out!=E2=80=9D {:>) Once the throttle plate is open sufficient to permit the manifold = pressure/air density to reach ambient conditions =E2=80=93 no further = opening will produce any more power even though you may have 5=E2=80=9D = of throttle travel and 50% more throttle plate opening to go. Ed Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm -------------------------------------------------------------------------= --- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] = On Behalf Of Bill Bradburry Sent: Friday, February 12, 2010 3:33 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: rpm vs Power was : Throttle limits was Re: = N.A. Renesis to turbo Thanks, Dennis, It sounds like you still have a little unused throttle travel even = with the new intake. Can you provide design measurements for your new intake? I ask only = if you have no plans to make and sell it. Bill B=20 -------------------------------------------------------------------------= --- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] = On Behalf Of Dennis Haverlah Sent: Friday, February 12, 2010 2:20 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: rpm vs Power was : Throttle limits was Re: = N.A. Renesis to turbo I used the same 65 mm Mustang throttle body on both my original and = new intakes. If I remember correctly, I believe I had a longer unused = throttle travel with the original intake but I never measured it. I = don't know the static rpm increase with the new intake - probably have = that in my notes some where but my max. rpm at high altitude (8,000 - = 10,000) increased 400-500 rpm. I estimated I went from 165 -170 HP with = the old intake to about 185 HP with the new intake. This in in line = with Ed Anderson's recent note that Mazda got about a 16% power increase = at 6000 rpm with the DIE effect. I felt much improved acceleration the = first time I took off with the new intake.=20 the new intake is based on dynamic intake effect (DIE) where the = closing of an intake valve caused the moving intake air to bounce off = the valve creating a pressure wave. The wave travels at the speed of = sound to the other intake valve and arrives there just before that valve = closes. This increases the amount of air and fuel that enters the = combustion chamber. (As we know the rotary has no valves but uses the = sides of the rotor for opening and closing the intakes.) I designed my = intake to give max. performance at 6300 rpm. If I had cut down my prop to 74" it would give me more clearance for = the prop on my RV-7A and increase my top end rpm. Max rpm is about = 6400 rpm with the new intake and the 76" prop. I'm really not needing = higher RPM now. Dennis Haverlah Bill Bradburry wrote: Dennis, Did your static rpm increase with the new manifold? How much? Did = you before and do you now have any unused throttle travel like Mike = describes? Are you using the same throttle body on the new manifold? = What is the MM opening of the Mustang body? My manifold is very similar to your old one. My tubes are cut just = above the injector bosses, which makes them a little (maybe an inch) = shorter than your old ones. I have a 76 X 88 Performance prop which I = am considering having cut down to 74=E2=80=9D like Tracy and Ed when I = send it in for final finish. I am using an aftermarket throttle body = that is 75MM in throat diameter. This is the same size as the stock = Renesis throttle body which is why I picked it. I had intended to use = the Renesis body, but didn=E2=80=99t wait for Tracy to get the fly by = wire done. I am not flying, but my static is 52-5300 rpm and I have a = lot of throttle left at that rpm. The last probably =C2=BC of the = travel is not used. Bill B -------------------------------------------------------------------------= --- __________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com ------=_NextPart_000_003F_01CAAE0D.1C45BA20 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable =EF=BB=BF
 Scott,
The effect oil temp has on VE, wasn't me. I believe Lynn would be = the man=20 to speak on that one. I know Lynn has spoken about reduced HP over = 160 for=20 oil and 180 for water.
My knowledge on the 16B is limited, all I know is that any fuel = charge=20 cools the combustion chamber. Are you suggesting it is directed toward = the inlet=20 air for cooling effect - that would be new to me. I would think = that  the=20 placement at the top of the engine is because it's just prior to serious = compression, although there is compression happening there the higher = pressure=20 injectors can overcome the pressure at that stage.
If there are any other reasons for the injector placement they are = unknown=20 to me that this stage.
 
I am keen to see the outcome of the 16B - perhaps a PP wouldn't be = needed=20 for our application . I can only assume the HP claims will = include=20 benefits of a fancy inlet which we won't be able to fit into a cowl = etc.
George (down under)

George;
You were discussing (earlier) the effect oil temp has on = volumetric=20 efficiency, namely that oil temps of 160 are cool enough to alow a = good air=20 charge to enter the chamber, but higher oil temps caused rapid = adiabatic=20 expansion of the air, reducing air density, reducing power. Is = that an=20 acceptable summary?
Anyway, I was looking at the direct injected 16b engine depicted = on PL's=20 site, and had to wonder?? would this fuel spray cool the intake air = charge via=20 direct contact cooling fast enough to increase charge density and = vaporize the=20 fuel better too? (win-win)?
Especially in a P Port engine?
Just wondering
Scott



-----Original=20 Message-----
From: George Lendich = <lendich@aanet.com.au>
To:=20 Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: = Sat,=20 Feb 13, 2010 1:20 pm
Subject: [FlyRotary] Re: Throttle limits was = Re: N.A.=20 Renesis to turbo

Bill,
I have stated this before and I will = gain, my=20 calculations indicate a 44mm inlet ( per rotor) being the size needed = to 7,500=20 rpm - giving max inlet velocity ( of 100/120 mph). It wasn't until I = seen that=20 the Powersport PP inlet tubes were 44mm that I was reassured I was on = the=20 right track. Others that we know push for the 3" ( 75mm) TB, = such as the=20 Renesis TB, nice that it is.
 
Not many builders will go to 7,500 = rpm so 44mm is=20 slightly overkill.
Probably could go as low as 38 to = 40mm for lower=20 RPM, but I would have to crunch the numbers. At the time I was = thinking I=20 would have to go to 7,500 RPM on the single rotor to get max take-off=20 performance, so worked with those numbers. Of course the lower the = inlet=20 diameter the higher the velocity and the better the VE.
 
Lynn spoke of 38mm and 44mm chokes, = If I remember=20 correctly and chokes they are in his racing application of = much=20 higher rpm, but the trade-off is inlet velocity.
 
I know one of the ex-Powersport = people are making=20 ( machining) 44mm PP with 2 piece inlet tubes and fitting them to = housings with O rings. I believe this service is available to anyone=20 interested. Information passed to me was that Powersport never had any = sealing=20 problems after they went to this arrangement. Believe you me, they = spent a=20 fortune on development.
 
I'm just wondering how I'm going to = get my=20 housing over there to get it done.
George ( down = under) 

Ed,
This throttle body size = thing=20 came as a surprise to me a couple of years ago when I first started = my=20 engine.  I selected the 75MM size because that was what was in = the RX-8=20 car.  It pretty obviously is way too large for our = application. =20 Apparently even the 65 MM that Dennis is using appears to be too=20 large.  I suppose that is because in the car, the engine can = rev to 8K+=20 rpms.  We are only revving in the 5-6K range with an occasional = outlier=20 up in the low 7K range.  The fact that the car can rev so high, = I=20 suppose, is the reason that there are no complaints about dead pedal = in the=20 car.
Thanks to you, I feel I = now=20 understand what is causing the phenomenon.  I don=E2=80=99t see = that it is a=20 problem that should be fixed, at least, not yet.  I just need = to work=20 on getting the engine to produce the most power it can and then, = maybe,=20 resize my prop to get rpms in a good power band for=20 takeoff.
 
It seems that I = remember someone=20 on the list (probably Lynn) talking about a couple of carb throats = being=20 44MM that he uses.  If so, they (two of them) would have an = area of=20 about 3040 MM.  A single 65 MM body would have an area of 3317 = MM.. an=20 increase of over 9%.  A 75 MM body would have an area of 4415 = MM=E2=80=A6a=20 whopping 45% increase!
 
Bill = B
 
 
From: = Rotary=20 motors in aircraft [mailto:flyrotary@lancaironli= ne.net]=20 On Behalf Of Ed=20 Anderson
Sent: = Friday,=20 February 12, 2010 4:38 PM
To: Rotary motors in=20 aircraft
Subject: = [FlyRotary] Throttle limits was Re: N.A. Renesis to = turbo
Bill, if = Dennis had=20 a TB just big enough =  that it exactly provided 100% power=20 at sea level, then as he increases in altitude, he will = find more=20 and more throttle travel that does nothing to increase power.  = This is=20 because it takes less and less throttle plate opening to provide = sufficient=20 airflow for the pressure/air density in the manifold to reach the = ambient=20 pressure/air density (ambient density is decreasing with = altitude). =20 Since that air density is less than at sea level, it requires less = throttle=20 opening to reach than at sea level.
 
The = position of the=20 throttle plate affects only the air flow volume (not the density of = that air=20 airflow), but the amount of air flow volume does determine the air = density=20 in the manifold.  The external atmospheric pressure is of = course what=20 is forcing the air through the throttle body =E2=80=93 The less air = pressure at=20 altitude means less air is flowing through the TB as you gain=20 altitude.  Remember even though to simply the verbiage - we = often talk=20 of the engine =E2=80=9Csucking=E2=80=9D but of course it does = not.  The engine simply=20 opens its ports and whatever pressure is in the manifold =  forces that=20 air into the essentially empty combustion chamber. =
 
Think of = it this=20 way, there are two ways you can have ambient air density in your = intake=20 manifold. Those two ways are with the throttle open or the throttle = closed =E2=80=93=20 a contradiction?  Not, so.  You may have ambient air=20 pressure/density in the manifold when the engine is running and TB = open=20 sufficiently to provide ambient pressure in the manifold OR when the engine is not=20 running.
 
When the = engine is=20 stopped - you also have ambient pressure in your intake even with = your=20 throttle 99.99 % closed because the engine is not = =E2=80=9Csucking=E2=80=9D any air out of=20 the manifold when stopped.  So a small leak in the throttle = bottle is=20 sufficient for the manifold pressure to reach and maintain ambient = when the=20 engine is not running.
 
What = Dennis has=20 done with his DIE intake does not change this factor, but what the = pulse in=20 the intake does when it reaches the other end of the intake manifold = (note=20 how his intakes are tied together so the pulse can travel from one = intake=20 port of one rotor to the intake port of the second rotor) is briefly = create=20 a localized pressure increase in the intake manifold right at the = intake=20 port as it is open.  This in effect shoves more mixture into = the=20 combustion chamber =E2=80=93 in effect it is a very brief = supercharger effect. =20 It only lasts for milliseconds and therefore you don=E2=80=99t get = the same power=20 increase that you would if you had a turbocharger pushing in denser = air the=20 entire time the intake is open.   On the other hand you = don=E2=80=99t have=20 30-50 lbs more weight and for basically no more than fabricating = your intake=20 different =E2=80=93 it=E2=80=99s basically a free lunch. =
 
 But, as=20 Dennis will tell you - doing the analysis to get the equations so = you get=20 dimension correct for the effect =E2=80=93 can give you a headache = {:>) =E2=80=93 right=20 Dennis??.
 
So, = anyhow, back=20 the throttle travel, if your TB is larger than needed to reach = 100% power at sea level, then = you would=20 also find =E2=80=9Cexcess=E2=80=9D throttle travel sitting on the = ground with the engine=20 running at WOT.  Once the throttle is opened sufficient for = manifold=20 pressure to reach ambient, then opening it further will provide no = increase=20 in power.  You have in the vernacular- =E2=80=9CMaxed Out!=E2=80=9D=20 {:>)
 
Once the = throttle=20 plate is open sufficient to permit the manifold pressure/air density = to=20 reach ambient conditions =E2=80=93 no further opening will produce = any more power=20 even though you may have 5=E2=80=9D of throttle travel and 50% more = throttle plate=20 opening to go.
 
 
 
Ed
 
 
 
Ed = Anderson
Rv-6A N494BW Rotary=20 Powered
Matthews, = NC
eanderson@carolina.rr.com
http://www.andersonee.com
http://www.dmack.net/mazda/index.html<= /DIV>
http://www.flyrotary.com/
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.rotaryaviation.com/Rotorhead%20Truth.htm
From: = Rotary=20 motors in aircraft [mailto:flyrotary@lancaironli= ne.net]=20 On Behalf Of Bill=20 Bradburry
Sent: = Friday,=20 February 12, 2010 3:33 PM
To: Rotary motors in=20 aircraft
Subject: = [FlyRotary] Re: rpm vs Power was : Throttle limits was Re: N.A. = Renesis to=20 turbo
 
Thanks, Dennis,
It sounds like you still have a little = unused=20 throttle travel even with the new intake.
Can you provide design measurements for = your new=20 intake?  I ask only if you have no plans to make and sell=20 it.
 
Bill B 
 
From:=20 Rotary motors in aircraft [mailto:flyrotary@lancaironli= ne.net]=20 On Behalf Of Dennis=20 Haverlah
Sent: = Friday,=20 February 12, 2010 2:20 PM
To: Rotary motors in=20 aircraft
Subject: = [FlyRotary] Re: rpm vs Power was : Throttle limits was Re: N.A. = Renesis to=20 turbo
I=20 used the same 65 mm Mustang throttle body on both my original and = new=20 intakes.  If  I remember correctly, I believe I had a = longer =20 unused throttle travel with the original intake but I never measured = it.  I don't know the static rpm increase with the new intake - = probably have that in my notes some where but my max. rpm at high = altitude=20 (8,000 - 10,000) increased 400-500 rpm.  I estimated I went = from 165=20 -170 HP with the old intake to about 185 HP with the new = intake.  This=20 in in line with Ed Anderson's recent note that Mazda got about a 16% = power=20 increase at 6000 rpm with the DIE effect.  I felt much improved = acceleration the first time I took off with the new intake. =

the new=20 intake is based on dynamic = intake=20 effect  (DIE) where the closing of an intake valve = caused=20 the moving intake air to bounce off the valve creating a pressure=20 wave.  The wave travels at the speed of sound to the other = intake valve=20 and arrives there just before that valve closes.  This = increases the=20 amount of air and fuel that enters the combustion chamber.  (As = we know=20 the rotary has no valves but uses the sides of the rotor for opening = and=20 closing the intakes.)  I designed my intake to give max. = performance at=20 6300 rpm.

If I had cut down my prop to 74" it would give me = more=20 clearance for the prop on my RV-7A and increase my top end = rpm.  =20 Max rpm is about 6400 rpm with the new intake and the 76" = prop.  I'm=20 really not needing higher RPM now.

Dennis = Haverlah

Bill=20 Bradburry wrote:
Dennis,
Did your static rpm increase with the new=20 manifold?  How much?  Did you before and do you now have = any=20 unused throttle travel like Mike describes?   Are you = using the=20 same throttle body on the new manifold?  What is the MM opening = of the=20 Mustang body?
My manifold is very similar to your old = one. =20 My tubes are cut just above the injector bosses, which makes them a = little=20 (maybe an inch) shorter than your old ones.  I have a 76 X 88=20 Performance prop which I am considering having cut down to = 74=E2=80=9D like Tracy=20 and Ed when I send it in for final finish.  I am using an = aftermarket=20 throttle body that is 75MM in throat diameter.  This is the = same size=20 as the stock Renesis throttle body which is why I picked it.  I = had=20 intended to use the Renesis body, but didn=E2=80=99t wait for Tracy = to get the fly=20 by wire done.  I am not flying, but my static is 52-5300 rpm = and I have=20 a lot of throttle left at that rpm.  The last probably =C2=BC = of the travel=20 is not used.
Bill B
 
 


__________ = Information=20 from ESET NOD32 Antivirus, version of virus signature database 3267=20 (20080714) __________

The message was checked by ESET NOD32=20 Antivirus.

http://www.eset.com
------=_NextPart_000_003F_01CAAE0D.1C45BA20--