X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.121] verified) by logan.com (CommuniGate Pro SMTP 5.3.11) with ESMTP id 4660789 for flyrotary@lancaironline.net; Sat, 01 Jan 2011 08:44:51 -0500 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.121; envelope-from=eanderson@carolina.rr.com Return-Path: X-Authority-Analysis: v=1.1 cv=uESSSoDEku2quKX/oFXS2Smn5+55LTFcWFr5T5T8nFs= c=1 sm=0 a=JGkpzbdMJwcA:10 a=rPkcCx1H5rrOSfN0dPC7kw==:17 a=arxwEM4EAAAA:8 a=r1ClD_H3AAAA:8 a=RrbqG24xny2YNgY-reIA:9 a=CNdFBRoOAvEhDNSlLVEA:7 a=38JTsqscgI2c9MtpX6PjnwV2_PgA:4 a=wPNLvfGTeEIA:10 a=LKV0aZPrkfciq03V:21 a=2AxhLec8n42A8Bsm:21 a=Ia-xEzejAAAA:8 a=RQ2LhMxWc5mpPACHEAQA:9 a=v_J7ANlICtC6d2pweJQA:7 a=E9_24qrbea8uDlB7Z-5n8pEPvmcA:4 a=EzXvWhQp4_cA:10 a=rPkcCx1H5rrOSfN0dPC7kw==:117 X-Cloudmark-Score: 0 X-Originating-IP: 174.110.167.5 Received: from [174.110.167.5] ([174.110.167.5:56022] helo=EdPC) by cdptpa-oedge01.mail.rr.com (envelope-from ) (ecelerity 2.2.3.46 r()) with ESMTP id 95/AB-07087-EAF2F1D4; Sat, 01 Jan 2011 13:44:15 +0000 Message-ID: From: "Ed Anderson" To: "Rotary motors in aircraft" References: In-Reply-To: Subject: Re: [FlyRotary] Intake manifold for 4 port Renesis Date: Sat, 1 Jan 2011 08:44:02 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0025_01CBA990.0A898300" X-Priority: 3 X-MSMail-Priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 14.0.8117.416 X-MimeOLE: Produced By Microsoft MimeOLE V14.0.8117.416 This is a multi-part message in MIME format. ------=_NextPart_000_0025_01CBA990.0A898300 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi Steve, A number of possibilities exits regarding timing of arrival of pulse = and port openings/closings.=20 1st it makes a difference whether you are talking about a Renesis engine = or one of the older 13Bs. =20 On the older 13Bs (I did the math for it), Mazda timed the pulse to = arrive at the adjacent rotor just as the intake port was closing. They = took advantage of the fact that the combustion chamber still retained = some pressure (even after the exhaust event).=20 When the intake port of one rotor initially opened, this retained = exhaust gas burst forth into the intake creating a Finite Amplitude Wave = of considerable magnitude. This shock wave (not the air molecules) was = timed to travel through the co-joined intake tubes to arrive at the = second rotor just as it was closing. When the wave arrived at the speed of sound at the closing intake port = of the second rotor - it created a short duration but large increase in = intake manifold pressure just as the rotor was coming up on its = compression stroke. As you know reversion happens as the upcoming rotor = (piston) is on its compression stroke and some of the mixture already = drawn into the combustion chamber is normally pushed out before the port = closes. This reversion typically is around 15-20% of the amount already = drawn into the chamber. So the high pressure created by the FAW pulse as it terminates in the = port area reduces or eliminates the reversion effect - with the end = result the chamber retaining 15-20% more mixture and therefore power = than it would normally have. Provided your intake length and rpm are = calculated properly of course. The Renesis naturally has no overlap between exhaust and intake port and = therefore can not avail itself of the power pulse created by the exhaust = gas bursting into the intake port. However, the pulse is created in = other ways as well and while not quite as powerful, does the job. When = an intake port suddenly closes, it creates a FAW pulse. When that pulse = hits an open or closed area a portion of energy is reflected back = (amount depends in part on amount of cross area change to its route of = travel). When a port suddenly opens also creates a refraction = (negative) pulse which can also be used. The pulse can be timed to = arrive at other intake events than just the closing such as the opening = of a port to help "push" more air into the chamber and as mentioned = above to assist in reducing reversion. Dennis has done the math and his intake reflects substantially increased = performance over his old intake. But, he'll have to provide the math = and timing for the Renesis. Good luck Ed Edward L. Anderson Anderson Electronic Enterprises LLC 305 Reefton Road Weddington, NC 28104 http://www.andersonee.com http://www.eicommander.com . From: stevei@carey.asn.au=20 Sent: Saturday, January 01, 2011 8:16 AM To: Rotary motors in aircraft=20 Subject: [FlyRotary] Intake manifold for 4 port Renesis Happy New year everyone.=20 I noted Dennis Haverlah had re worked his intake and I wondered who on = the list has done the math. I've done it myself using Mark Warners "Street Rotary", however I don't = know enough about when the reflected wave should arrive optimally at the = open port of the next rotor intake event? Should it arrive when the port is at its most open state or latter? Also, can someone explain to me the timing in degrees of E-shalf = rotation between TDC and BDC (sorry if that is a dumb question). Many thanks again to all on the list. Steve Izett Perth, Western Australia -------------------------------------------------------------------------= ------- The contents of this email are confidential and intended only for the = named recipients of this e-mail. If you have received this e-mail in = error, you are hereby notified that any use, reproduction, disclosure or = distribution or the information contained in this e-mail is prohibited. = Please notify the sender immediately and then delete/destroy the e-mail = and any printed copies. All liability for viruses is excluded to the = fullest extent of the law. ------=_NextPart_000_0025_01CBA990.0A898300 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Hi Steve,
 
A number of possibilities exits regarding  = timing of=20 arrival of pulse and port openings/closings.
 
1st it makes a difference whether you are = talking about a=20 Renesis engine or one of the older 13Bs. 
 
On the older 13Bs (I did the math for it), Mazda = timed the=20 pulse to arrive at the adjacent rotor just as the intake port was = closing. =20 They took advantage of the fact that the combustion chamber still = retained some=20 pressure (even after the exhaust event). 
 
When the intake port of one rotor initially = opened, this=20 retained exhaust gas burst forth into the intake creating a Finite = Amplitude=20 Wave of considerable magnitude.  This shock wave (not the air = molecules)=20 was timed to travel through the co-joined intake tubes to arrive = at the=20 second rotor just as it was closing.
 
When the wave arrived at the speed of sound at = the closing=20 intake port of the second rotor - it created a short duration but large = increase=20 in intake manifold pressure just as the rotor was coming up on its = compression=20 stroke.  As you know reversion happens as the upcoming rotor = (piston) is on=20 its compression stroke and some of the mixture already drawn into the = combustion=20 chamber is normally pushed out before the port closes.  = This reversion=20 typically is around 15-20% of the amount already drawn into the=20 chamber.
 
So the high pressure created by the FAW pulse as = it=20 terminates in the port area reduces or eliminates the reversion effect - = with=20 the end result the chamber retaining 15-20% more mixture and therefore = power=20 than it would normally have.  Provided your intake length and rpm = are=20 calculated properly of course.
 
The Renesis naturally has no overlap between = exhaust and=20 intake port and therefore can not avail itself of the power pulse = created by the=20 exhaust gas bursting into the intake port.  However, the pulse is = created=20 in other ways as well and while not quite as powerful, does the = job.  When=20 an intake port suddenly closes, it creates a FAW pulse.  When that = pulse=20 hits an open or closed area a portion of energy is reflected back = (amount=20 depends in part on amount of cross area change to its route of = travel). =20 When a port suddenly opens also creates a refraction (negative) pulse = which can=20 also be used.  The pulse can be timed to arrive at other intake = events than=20 just the closing such as the opening of a port to help "push" more air = into the=20 chamber and as mentioned above to assist in reducing = reversion.
 
Dennis has done the math and his intake reflects = substantially increased performance over his old intake.  But, = he'll have=20 to provide the math and timing for the Renesis.
 
Good luck
 
Ed
 
Edward L. Anderson
Anderson Electronic = Enterprises=20 LLC
305 Reefton Road
Weddington, NC 28104
http://www.andersonee.com
http://www.eicommander.com
.
 

From: stevei@carey.asn.au
Sent: Saturday, January 01, 2011 8:16 AM
Subject: [FlyRotary] Intake manifold for 4 port=20 Renesis

Happy New year everyone.=20

I=20 noted Dennis Haverlah had re worked his intake and I wondered who on the = list=20 has done the math.
I've done it myself using Mark Warners "Street = Rotary",=20 however I don't know enough about when the reflected wave should arrive=20 optimally at the open port of the next rotor intake event?
Should it arrive when the port is at its most = open state=20 or latter?
Also, can someone explain to me the timing in = degrees of=20 E-shalf rotation between TDC and BDC (sorry if that is a dumb=20 question).

Many thanks again to all on the = list.

Steve Izett
Perth, Western Australia


The contents of this email are = confidential=20 and intended only for the named recipients of this e-mail. If you have = received=20 this e-mail in error, you are hereby notified that any use, = reproduction,=20 disclosure or distribution or the information contained in this e-mail = is=20 prohibited. Please notify the sender immediately and then delete/destroy = the=20 e-mail and any printed copies. All liability for viruses is excluded to = the=20 fullest extent of the law.
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