Steve,
Real data! So you have the ability
to dyno your engine, so to speak. Have you done this and can you share
your results. I am really curious about how the Renesis acts with a turbo
on it. I would also really like to see some pics of your turbo
setup. Are you using an intercooler, where are you picking up your turbo oil
and where are you bringing the oil drain into the crankcase? Are you
using the stock Renesis exhaust or did you build one special to fit the turbo?
Do you now or plan to install this engine
in your plane?
Would that load cell idea work in the
plane as you are flying or would the turbulence make it go haywire?
Bill
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net]
Sent: Wednesday, May 20, 2015 5:10
PM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: Return to
Flight - 2
Bill,
HP was
calculated from torque and RPM. Torque was measured using a load cell
connected between the engine and mounting frame. The cell was calibrated
by applying a pure torque to the PSRU-engine assembly.
Steve
------ Original Message ------
From : Bill Bradburry
Subject : [FlyRotary] Re: Return to Flight - 2
Steve,
How do you know that you were producing
174 HP?
Bill
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net]
Sent: Wednesday, May 20, 2015
11:29 AM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: Return to
Flight - 2
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