X-CGP-ClamAV-Result: CLEAN X-VirusScanner: Niversoft's CGPClamav Helper v1.23.0 (ClamAV engine v0.103.0) From: "William Jepson wrjjrs@gmail.com" Received: from mail-lj1-f174.google.com ([209.85.208.174] verified) by logan.com (CommuniGate Pro SMTP 6.2.14) with ESMTPS id 865538 for flyrotary@lancaironline.net; Thu, 22 Oct 2020 00:54:27 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.208.174; envelope-from=wrjjrs@gmail.com Received: by mail-lj1-f174.google.com with SMTP id a28so518039ljn.3 for ; Wed, 21 Oct 2020 21:54:29 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20161025; h=mime-version:references:in-reply-to:from:date:message-id:subject:to; bh=Nfu1I78z/1MtH8z+8xS4t9rIJiRbXogHroz8JqebS+Y=; b=EwBsotZmfu35SYyypbljbhEjKsonAoMLHpxNraDyRaOvXkM+1SFZt6PxjyXBJk7/P/ krMHqlnRlhbBp/Ef0gWBJOn/tp5ab4b0f9iL9WUUda4mUx+eZWxALKto6QRm6xM4DYjI QKrxco0TXNSFuaXVH/p/DBj74UCiTnB33+pjYAs5nhFW9VrKO4yHSuccvNJmKKB4GABa jxbyLQVLnN0uOkGdvKgWlg2YtwIKOQa7MnScG/y0oo2Qp2iGshxM9ht21HYkXN36PrZg /OzvdqPFo3SXkGsVK9t/qo5JIJsp/RXromxhzAO3MNPoOo2vZLu5En4G81hwdwGTpcwN yvFg== X-Google-DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:references:in-reply-to:from:date :message-id:subject:to; bh=Nfu1I78z/1MtH8z+8xS4t9rIJiRbXogHroz8JqebS+Y=; b=EPH6hkPPMgGbjhhxlaC51sTbpTJ225LzQ+EVAlR0cMb54ZNvO9jpidNnxclE+Pivb1 lRbSKATFHECpWjjz2EBBViTo0LPyko52K9j2+qtSLspsmHHny47/rhemn03NMftoA/q4 AQAmOwyimM7xknVW8bf5kKFLM/w6ALWTz1ErqtYld70qshLpkEmPiVLTtDb1BpV6axVj 3hpuRSEcsn+2i7nQdNCIefAIJhFn7p82pDiJyakgSiu3h8w1tqJrKeLjUvkjj02duNn6 2BUNmyMFgBKcBmajvPaIgNMGLllDctu7RJr0NExmfpMQ2+nTCzk8FIgLiMlEjNgZCmT3 sizQ== X-Gm-Message-State: AOAM5322Ys9VI4TCUfrXbekgfOSHC4p/khkads4wvD4T68p8HL/3+lNs D2El+XfoOsV4qNahyBGowc2UnP+cpQymOVQ8yqJ1UAEy X-Google-Smtp-Source: ABdhPJznrVBuSgY3P43envWbjmzQxNzIckpoS/QjOi8uBj4BSNFq2DXXvmK1BE3xzBcqCG3B+H9RBQa4Tiey1C4rDM0= X-Received: by 2002:a2e:a162:: with SMTP id u2mr315016ljl.283.1603342449920; Wed, 21 Oct 2020 21:54:09 -0700 (PDT) MIME-Version: 1.0 References: In-Reply-To: Date: Wed, 21 Oct 2020 21:53:58 -0700 Message-ID: Subject: Re: [FlyRotary] Re: Tuning To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary="0000000000002e4fbc05b23b418a" --0000000000002e4fbc05b23b418a Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Charlie et all. I was not including the Renesis in that comment. I didn=E2=80=99t intend it= to be any argument with the forum. The Renesis is the only engine in which it is even possible. I have reviewed a paper which Mazda commented that the Renesis layout came out of their hydrogen power rotary engine. H2 engines have a problem with overlap because H2 has a wide ignition range making backfires easily possible. The Renesis layouts also help lower smog in auto use. I just wanted to remind everyone that many rotary critics use this as a knock to the engine. The point is that if running a reasonable state of tune, overlap is not a terribly big issue. That=E2=80=99s a lot of explanation for what is really not a big problem! I wanted to explain to the new people to flyrotary that you can build a very successful strong running rotary without any costly ecu electronic FI or ignition. Setting a goal of 200 HP for a 2 rotor or 300 for a 3 rotor is realistic without supercharging. Plan carefully and look to P-port for any aircraft use. Bill On Wed, Oct 21, 2020 at 5:47 PM Charlie England ceengland7@gmail.com < flyrotary@lancaironline.net> wrote: > My comment about 'no overlap' assumed that he was running a Renesis. > Everything I've ever read about the Renesis says there is zero overlap > (actually, a 6 degree spread) between exhaust closing and intake opening = on > the same rotor. > > A P-port intake obviously has the potential to change that, but I have no > idea about whether or how much it does change it. > > If it's a 13B, then...never mind. :-) > > > Charlie > > On 10/21/2020 5:14 PM, William Jepson wrjjrs@gmail.com wrote: > > I think that everyone should remember that ALL of our typical engines > have overlap. Pistons included. This is always mentioned as the reason > rotaries won't idle. Not true! The highest output engines have always be= en > P-port in and out. I am showing you video of a 200 HP rotary idling at 11= 00 > engine RPM solidly. > Something else to consider is if you are making an aircraft rotary you > don't need to make huge intakes like a Le Mans racer. The 200 HP engine I > mentioned has 1 5/8 I.D. intakes. 41mm round intakes at the standard > position perpendicular to Trochoid face. > Overlap itself isn't the biggest culprit. if you have radical port timing > or huge intakes designed for 10,000 RPM of course it's not going to idle! > Here is a link to check out. excellent reduction drive as well. I have > looked at reproducing that but it would be very difficult to break even i= n > the current market. Here is the link to the engine running on the aircraf= t > dyno. > https://www.youtube.com/watch?v=3DEfreUJt-Fsk&t=3D62s > Note that the max RPM was 6,500. this is a very quiet muffler. With a > flowmaster duplicated in stainless it was a bit louder and made 200 HP! > battery ignition, aircraft fuel injection. nothing fancy! KISS design rul= es. > Bill Jepson > > On Wed, Oct 21, 2020 at 10:06 AM Le Roux Breytenbach > breytenbachleroux@gmail.com wrote: > >> Charlie : Seems to me you got us all. There is no shortage of unanswered >> questions in this rotary world. >> Hope i am on the right track with a 13 B p- ported with 44 mm intakes to >> reduce the overlapp between the intake and exaust ports.Just want the >> intake flow a little bit better than standard ports on the intakes. >> My side sump is almost complete will post some photos soon. >> Hope to develope 180 Hp on =E2=80=9Cfull power=E2=80=9D or thats my goal= . >> >> Regards >> Sent from my iPhone >> Le Roux Breytenbach >> >> On 21 Oct 2020, at 17:54, Charlie England ceengland7@gmail.com < >> flyrotary@lancaironline.net> wrote: >> >> =EF=BB=BF >> Conventional measurement technique is to measure water temp leaving the >> engine, and oil temp after the oil cooler (before entering the engine). >> What's the temp look like after your oil cooler? >> >> Almost all water cooled conversions seem to have more cooling drag >> *initially*, because we're all having to experiment with getting cooling >> optimized in an airframe not designed for liquid cooling, in contrast wi= th >> the 'cookie cutter' installations of traditional air cooled engines. Wha= t >> airframe? >> >> 10-12 kts isn't a huge difference. Are all your fairings in place? RVs >> typically see 12-15 kts increase when the wheel pants & leg fairings are >> installed. >> >> What RPM and what MAP (is it wide open throttle) to get the 168 kts? >> >> Is the 18 gph figure leaned to best power, or full rich? If running >> fairly rich (.55-.6 lbs/hp/hr), that would be somewhere between 180 & 20= 0 >> HP, assuming everything is optimized; intake, exhaust, timing, even mixt= ure >> between rotors, etc etc. Intake runner length? Exhaust configuration? >> Supposedly, the Renesis is insensitive to exhaust tuning (due to zero >> intake/exhaust overlap), but still fairly sensitive to back pressure. Di= d >> P-porting the intake create any intake/exhaust overlap, which could affe= ct >> tuning? >> >> Charlie >> >> >> >> >> >> On Wed, Oct 21, 2020 at 8:23 AM Matt Boiteau mattboiteau@gmail.com < >> flyrotary@lancaironline.net> wrote: >> >>> Steve, what are your temps? In Florida, with outside being 90-95F I can >>> taxi all day long without overheating. On takeoff, I have to throttle b= ack >>> after 1 to 1.5mins because my oil pan gets to 230F. Coolant out is arou= nd >>> 215F. >>> >>> Cruising around at ~3000ft, 80F OAT @ 2250prop rpm. Oil settles to >>> 215-220F, coolant 185-190F. Maybe 140kts. >>> >>> My plane is slower and eats more gas to a comparable lycoming. Usually >>> they cruise at 180kts @ 8gph. I'm sitting at 168kts @ 18gph (not verifi= ed >>> yet). Haven't been past 5000ft yet to see the performance numbers. I kn= ow >>> my cowl needs a good redesign, intake probably doesn't flow the best, o= il >>> cooler is too small, prop may be off. But so far, not too impressed wit= h >>> the engine. I highly doubt the P-Port intake RX8 is anywhere near 250hp >>> like Paul said. >>> >>> I'll have pics/videos soon (this weekend) of plane and flight data, so >>> you'll see what I'm dealing with. >>> >>> >>> - Matt Boiteau >>> >>> >>> On Wed, Oct 21, 2020 at 2:38 AM Stephen Izett stephen.izett@gmail.com < >>> flyrotary@lancaironline.net> wrote: >>> >>>> Thanks Lyn >>>> >>>> So PP=E2=80=99ing a Renesis 4 port provide significantly better breath= ing. >>>> Is there a porting option for the Renesis 4 port that yields >>>> significant improvement, say 10% hp or is there too little material to= play >>>> with? >>>> >>>> Cheers >>>> >>>> Steve Izett >>>> >>>> >>>> >>>> > On 21 Oct 2020, at 9:35 am, lehanover lehanover@aol.com < >>>> flyrotary@lancaironline.net> wrote: >>>> > >>>> > A Periphery ported side exhaust is better than both intake and >>>> exhaust being periphery ported. Neither the intake or exhaust port eve= r >>>> closes. So, there is exhaust dilution of the intake flow based on the >>>> amount of exhaust back pressure. Up to the point where RPMs do not all= ow >>>> enough time for this to occur.Then it sort of steps up on the cam and = the >>>> power comes on as if by an electric switch. The full periphery engine = tunes >>>> like a dirt bike. The intake length and diameter and the exhaust leng= th >>>> and diameter tune like a trombone. >>>> > A periphery ported 12-A can do 310 HP at 10,000 RPM. A 13-B can do >>>> 330 HP at 10,000 RPM. We have to be under 105Db at 50 feet at full >>>> throttle. The Renesis has zero overlap. But it had a Micky Mouse intak= e >>>> with 2 different tuned lengths. >>>> > There was a builder at Sun&Fun years ago who had a RX-7 transmission >>>> for speed reduction. It worked fine. Later he had the idle too slow an= d it >>>> shook the gears of of 2nd gear. I forgot his name but he died of cance= r. >>>> > LEH >>>> > In a message dated 10/20/2020 5:35:49 PM Atlantic Standard Time, >>>> flyrotary@lancaironline.net writes: >>>> > >>>> > Mat, >>>> > >>>> > It will only idle hot at that rpm. (1800). Cold it is >>>> 2000 plus. Yes P ported and the advance seems to vary little from 20 >>>> degrees. Running Fueltech ECU. And running cheapest gas. >>>> > >>>> > Neil. >>>> > >>>> > >>>> > From: Rotary motors in aircraft >>>> > Sent: Wednesday, October 21, 2020 1:38 AM >>>> > To: Rotary motors in aircraft >>>> > Subject: [FlyRotary] Re: Tuning >>>> > >>>> > >>>> > Steve =3D Using Megasquirt for ECU. How is your flight testing going= ? >>>> > >>>> > Jeff =3D I meant prop rpm. Using Neil's PSRU, which is 3.17. I just >>>> bumped up my idle to around 800prop (2500engine). I forgot to add, I a= m >>>> P-Port which causes a need for higher idle. >>>> > >>>> > Lynn =3D Idle can be that high? Usually I see rotary idle around the >>>> 10-18 range, but that is for a car. Little different with a prop on 10= 0% of >>>> the time. >>>> > >>>> > >>>> > Neil =3D That is a nice idle. I forget, are you P-Port? What is your >>>> timing at? >>>> > >>>> > Dave =3D 35 all time? Doesn't that seem really high for rotary. Pump >>>> gas? Lynn was saying 24 degrees for 87 octane. >>>> > >>>> > >>>> > - Matt Boiteau >>>> > >>>> > >>>> > >>>> > On Mon, Oct 19, 2020 at 12:11 AM Stephen Izett >>>> stephen.izett@gmail.com wrote: >>>> > >>>> > Hi there Matt and all >>>> > >>>> > What computer is controlling your fuel and spark Matt? >>>> > >>>> > Ive left the timing of the EC2 on the Renesis 4 port at Tracy=E2=80= =99s >>>> default and haven=E2=80=99t changed it but was wanting to do some expe= rimenting. >>>> > I take it that the timing setting in the EC2/3 will vary the whole >>>> timing curve over the rpm/load envelope. >>>> > >>>> > Cheers >>>> > >>>> > Steve Izett >>>> > Renesis 4 port EC2 EM3 RD1-C >>>> > >>>> > >>>> > >>>> > >>>> > > On 19 Oct 2020, at 10:21 am, Matt Boiteau mattboiteau@gmail.com < >>>> flyrotary@lancaironline.net> wrote: >>>> > > >>>> > > Split table. >>>> > > >>>> > > - Matt Boiteau >>>> > > >>>> > > >>>> > > On Sun, Oct 18, 2020 at 10:17 PM Matt Boiteau mattboiteau@gmail.co= m >>>> wrote: >>>> > > >>>> > > What AFR and timing are people running for idle, taxi, takeoff, >>>> climb, cruise, descent? >>>> > > >>>> > > idle =3D 11afr, 20 timing >>>> > > I seem to have to be around 11afr for it to stay alive. Still >>>> trying to get it to idle around 600rpm, maybe bump it up to 700rpm to = be >>>> smoother without dieing and shaking apart. >>>> > > >>>> > > taxi / takeoff / climb =3D 13.2afr, 28 timing >>>> > > >>>> > > cruise - not sure aft, 28 timing >>>> > > >>>> > > decent - not sure aft, 32 timing >>>> > > Not sure what the plane likes. I tried 14afr, but the MAP really >>>> get's low and engine shakes. Guessing it should be more rich? >>>> > > >>>> > > I attached the timing table and split rotary table (second email). >>>> Not sure how to tune timing, I just want safe values for now. >>>> > > >>>> > > >>>> > > - Matt Boiteau >>>> > > -- >>>> > > Homepage: http://www.flyrotary.com/ >>>> > > Archive and UnSub: >>>> http://mail.lancaironline.net:81/lists/flyrotary/List.html >>>> > > -- >>>> > > Homepage: http://www.flyrotary.com/ >>>> > > Archive and UnSub: >>>> http://mail.lancaironline.net:81/lists/flyrotary/List.html >>>> > >>>> > >>>> > -- >>>> > Homepage: http://www.flyrotary.com/ >>>> > Archive and UnSub: >>>> http://mail.lancaironline.net:81/lists/flyrotary/List.html >>>> > >>>> >>>> >>>> -- >>>> Homepage: http://www.flyrotary.com/ >>>> Archive and UnSub: >>>> http://mail.lancaironline.net:81/lists/flyrotary/List.html >>>> >>> >> >> Virus-free. >> www.avast.com >> >> >> > --0000000000002e4fbc05b23b418a Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable
Charlie et all.=C2=A0
I was not in= cluding the Renesis in that comment. I didn=E2=80=99t intend it to be any a= rgument with the forum. The Renesis is the only engine in which it is even = possible. I have reviewed a paper which Mazda commented that the Renesis la= yout came out of their hydrogen power rotary engine. H2 engines have a prob= lem with overlap because H2 has a wide ignition range making backfires easi= ly possible.=C2=A0 The Renesis layouts also help lower smog in auto use. I = just wanted to remind everyone that many rotary critics use this as a knock= to the engine. The point is that if running a reasonable state of tune, ov= erlap is not a terribly big=C2=A0issue. That=E2=80=99s a lot of explanation= for what is really not a big problem! I wanted to explain to the new peopl= e to flyrotary that you can build a very successful strong running rotary w= ithout any costly ecu electronic FI or ignition. Setting a goal of 200 HP f= or a 2 rotor or 300 for a 3 rotor is realistic without supercharging. Plan = carefully and look to P-port for any aircraft use.=C2=A0
Bill

On Wed, Oct 21, 2020 at 5:47 PM Charlie England ceengland7@gmail.com <flyrotary@lancaironline.net> wrote:
=20 =20 =20
My comment about 'no overlap' assumed that he was running a Renesis. Everything I've ever read about th= e Renesis says there is zero overlap (actually, a 6 degree spread) between exhaust closing and intake opening on the same rotor.

A P-port intake obviously has the potential to change that, but I have no idea about whether or how much it does change it.

If it's a 13B, then...never mind. =C2=A0 :-)


Charlie

On 10/21/2020 5:14 PM, William Jepson wrjjrs@gmail.com wrote:
=20
=C2=A0I think that everyone should remember tha= t ALL of our typical engines have overlap. Pistons included. This=C2=A0is always mentioned as the reason rotaries won't = idle.=C2=A0 Not true! The highest output engines have always been P-port in and out. I am showing=C2=A0you video of a 200 HP rotary idli= ng at 1100 engine RPM solidly.=C2=A0
=C2=A0Something else to consider is if you are making an aircraft rotary you don't need to make huge intakes like a Le Mans racer. The 200 HP engine I mentioned has 1 5/8 I.D. intakes. 41mm round intakes at the standard position perpendicular to Trochoid face.
Overlap itself isn't the biggest culprit. if you have radical port timing or huge intakes designed for 10,000 RPM of course it's not going to idle! Here is a link to check out. excellent reduction drive as well. I have looked at reproducing that but it would be very difficult to break even in the current market. Here is the link to the engine=C2=A0running on the aircraft dyno.
Note that the max RPM was 6,500. this is a very quiet muffler. With a flowmaster duplicated in stainless it was a bit louder and made 200 HP! battery ignition, aircraft fuel=C2=A0injection. nothing fancy! KISS design rules.
Bill Jepson

On Wed, Oct 21, 2020 at 10:06 AM Le Roux Breytenbach breytenbachleroux@gmail.com <flyrotary@lancaironline.net> wrote:
Charlie : Seems to me you got us all. There is no shortage of unanswered questions in this rotary world.
Hope i am on the right track with a 13 B p- ported with 44 mm intakes to reduce the overlapp between the intake and exaust ports.Just want the intake flow a little bit better than standard ports on the intakes.
My side sump is almost complete will post some photos soon.
Hope to develope 180 Hp on =E2=80=9Cfull power=E2=80= =9D or thats my goal.

Regards
Sent from my iPhone
Le Roux Breytenbach=C2=A0

On 21 Oct 2020, at 17:54, Charlie England ceengland7@gmail.com <flyrotary@lancaironline.net> wrote:

=EF=BB=BF
Conventional measurement technique is to measure water temp leaving the engine, and oil temp after the oil cooler (before entering the engine). What's the temp look like after your oil cooler?

Almost all water cooled conversions seem to have more cooling drag *initially*, because we're all having to experiment with getting cooling optimized in an airframe not designed for liquid cooling, in contrast with the 'cookie cutter' installations of traditional air cooled engines. What airframe?

10-12 kts isn'= t a huge difference.=C2=A0 Are all your fairings in place? RVs typically see 12-15 kts increase when the wheel pants & leg fairings are installed.=C2=A0 =C2=A0

What RPM and what MAP (is it wide open throttle) to get the 168 kts?=C2=A0

Is the 18 gph figure leaned to best power, or full rich? If running fairly rich (.55-.6 lbs/hp/hr), that would be somewhere between 180 & 200 HP, assuming everything is optimized; intake, exhaust, timing, even mixture between rotors, etc etc. Intake runner length? Exhaust configuration? Supposedly, the Renesis is insensitive to exhaust tuning (due to zero intake/exhaust overlap), but still fairly sensitive to back pressure. Did P-porting the intake create any intake/exhaust overlap, which could affect tuning?

Charlie





On Wed, Oct 21, 2020 at 8:23 AM Matt Boiteau mattboiteau@gmail.com <flyrotary@lancaironline.net> wrote:
Steve, what are your temps? In Florida, with outside being 90-95F I can taxi all day long without overheating. On takeoff, I have to throttle back after 1 to 1.5mins because my oil pan gets to 230F. Coolant out is around 215F.

Cruising=C2=A0around at ~3000ft, 80F OAT=C2= =A0@ 2250prop rpm. Oil settles to 215-220F, coolant 185-190F. Maybe 140kts.

My plane is slower and eats more gas to a comparable lycoming. Usually they cruise at 180kts=C2=A0@ 8gph. I'm sitting at 168= kts=C2=A0@ 18gph (not verified yet). Haven't been past 5000ft yet to see the performance numbers. I know my cowl needs a good redesign, intake probably doesn't flow th= e best, oil cooler is too small,=C2=A0prop may = be off. But so far, not too impressed with the engine. I highly doubt the P-Port intake RX8 is anywhere near 250hp like Paul said.

I'll have pics/videos soon (this weekend) of plane and flight data, so you'll see what I'm dealing with.


- Matt Boiteau


On Wed, Oct 21, 2020 at 2:38 AM Stephen Izett stephen.izett@gmail= .com <flyrotary@lancaironline.net> wrote:
Thanks Lyn

So PP=E2=80=99ing a Renesis 4 port provide significantly better breathing.
Is there a porting option for the Renesis 4 port that yields significant improvement, say 10% hp or is there too little material to play with?

Cheers

Steve Izett



> On 21 Oct 2020, at 9:35 am, lehanover lehanover@aol.com <flyrotary@lancaironline.net> wrote:
>
> A Periphery ported side exhaust is better than both intake and exhaust being periphery ported. Neither the intake or exhaust port ever closes. So, there is exhaust dilution of the intake flow based on the amount of exhaust back pressure. Up to the point where RPMs do not allow enough time for this to occur.Then it sort of steps up on the cam and the power comes on as if by an electric switch. The full periphery engine tunes like a dirt bike.=C2=A0 The intake length and diameter and the exhaust length and diameter tune like a trombone.
> A periphery ported 12-A can do 310 HP at 10,000 RPM. A 13-B can do 330 HP at 10,000 RPM. We have to be under 105Db at 50 feet at full throttle. The Renesis has zero overlap. But it had a Micky Mouse intake with 2 different tuned lengths.
> There was a builder at Sun&Fun years ago who had a RX-7 transmission for speed reduction. It worked fine. Later he had the idle too slow and it shook the gears of of 2nd gear. I forgot his name but he died of cancer.
> LEH
> In a message dated 10/20/2020 5:35:49 PM Atlantic Standard Time, flyrotary@lancair= online.net writes:
>=C2=A0
> Mat,
>
>=C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2= =A0 =C2=A0It will only idle hot at that rpm. (1800).=C2=A0 Cold it is 2000 plus.=C2=A0 Yes P ported and the advance seems to vary little from 20 degrees.=C2=A0 Running Fueltech ECU. And running cheapest gas.
>
> Neil.
>
>=C2=A0
> From: Rotary motors in aircraft <flyrotary@lancaironline.net>
> Sent: Wednesday, October 21, 2020 1:38 AM
> To: Rotary motors in aircraft <flyrotary@lanc= aironline.net>
> Subject: [FlyRotary] Re: Tuning
>
>=C2=A0
> Steve =3D Using Megasquirt for ECU. How is your flight testing going?
>
> Jeff =3D I meant prop rpm. Using Neil's PSRU, which is 3.17. I just bumped up my idle to around 800prop (2500engine). I forgot to add, I am P-Port which causes a need for higher idle.
>
> Lynn =3D Idle can be that high? Usually I see rotary idle around the 10-18 range, but that is for a car. Little different with a prop on 100% of the time.
>
>=C2=A0
> Neil =3D That is a nice idle. I forget, are you P-Port? What is your timing at?
>
> Dave =3D 35 all time? Doesn't that seem really high for rotary. Pump gas? Lynn was saying 24 degrees for 87 octane.
>
>
> - Matt Boiteau
>
>=C2=A0
>=C2=A0
> On Mon, Oct 19, 2020 at 12:11 AM Stephen Izett stephen.izett@gmail.com <flyrotary@lancaironline.net> wrote:
>
> Hi there Matt and all
>
> What computer is controlling your fuel and spark Matt?
>
> Ive left the timing of the EC2 on the Renesis 4 port at Tracy=E2=80=99s defau= lt and haven=E2=80=99t changed it but was want= ing to do some experimenting.
> I take it that the timing setting in the EC2/3 will vary the whole timing curve over the rpm/load envelope.
>
> Cheers
>
> Steve Izett
> Renesis 4 port EC2 EM3 RD1-C
>
>
>
>
> > On 19 Oct 2020, at 10:21 am, Matt Boiteau mattboiteau@gmail.com <flyrotary@lancaironline.net> wrote:
> >
> > Split table.
> >
> > - Matt Boiteau
> >
> >
> > On Sun, Oct 18, 2020 at 10:17 PM Matt Boiteau mattboiteau@gmail.com <flyrotary@lancaironline.net> wrote:
> >
> > What AFR and timing are people running for idle, taxi, takeoff, climb, cruise, descent?
> >
> > idle =3D 11afr, 20 timing
> > I seem to have to be around 11afr for it to stay alive. Still trying to get it to idle around 600rpm, maybe bump it up to 700rpm to be smoother without dieing and shaking apart.
> >
> > taxi / takeoff / climb =3D 13.2afr, 28 timing
> >
> > cruise - not sure aft, 28 timing
> >
> > decent - not sure aft, 32 timing
> > Not sure what the plane likes. I tried 14afr, but the MAP really get's low and engine shakes. Guessing it should be more rich?
> >
> > I attached the timing table and split rotary table (second email). Not sure how to tune timing, I just want safe values for now.
> >
> >
> > - Matt Boiteau
> > --
> > Homepage:=C2=A0 http://www.flyrot= ary.com/
> > Archive and UnSub:=C2=A0 =C2=A0http://mail.lancaironline.net:81/lists/flyro= tary/List.html
> > <split.JPG>--
> > Homepage:=C2=A0 http://www.flyrot= ary.com/
> > Archive and UnSub:=C2=A0 =C2=A0http://mail.lancaironline.net:81/lists/flyro= tary/List.html
>
>
> --
> Homepage:=C2=A0 http://www.flyrotary.c= om/
> Archive and UnSub:=C2=A0 =C2=A0http://mail.lancaironline.net:81/lists/flyrotary/= List.html
>


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