Bill,
At 6000 RPM, HP was 174 and MAP was 37" Hg.
The radiator for the test stand is larger than what would be needed in an aircraft. It is capable of maintaining a 200
degree coolant out of the engine at the above power setting with 0.8" H20 pressure difference across the core. It is from a BMW(320i?) with a core 23"wide, 17" long, 1.25" thick, and a fine fin spacing of about 20 per inch. It was given to me because the
plastic tanks were leaking. I cleaned it up and welded aluminum tanks onto it. It is mounted at an oblique angle in the duct. A photo of the heat exchanger inlet ducts is attached.
The oil cooler is a reasonable size and is capable of maintaining 200 degree oil out of the cooler at the above power setting
with 2.4" H20 pressure difference across the core.
It should also be noted that this is at a density altitude of about 8000 ft which decreases the cooling capacity relative
to sea level.
Steve
From:
Rotary motors in aircraft <flyrotary@lancaironline.net> on behalf of Bill Bradburry <flyrotary@lancaironline.net>
Sent: Wednesday, May 20, 2015 8:16 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Return to Flight - 2
Steve,
That is a great chart! Amazing what you can learn with a little data.
At the end of the test, it looks like you revved the engine up to 5000, then 5500, then 6000 for a couple of minutes and the temp
seemed to stabilize at about 205 for both water and oil. Is this where your test engine runs with only prop air to cool it? What kind of HP do you think the turbo Renesis is doing at 6000? That seems like a really good cooling system to cool what is probably
over 200 HP with just the prop blast. Do you think it would do that if cowled?
Bill