Return-Path: Sender: (Marvin Kaye) To: flyrotary Date: Thu, 22 May 2003 17:12:18 -0400 Message-ID: X-Original-Return-Path: Received: from BAY0-SMTP10.adinternal.hotmail.com ([65.54.241.117] verified) by logan.com (CommuniGate Pro SMTP 4.1b6) with ESMTP id 2359342 for flyrotary@lancaironline.net; Thu, 22 May 2003 13:09:15 -0400 X-Originating-IP: [68.7.218.110] X-Originating-Email: [alventures@msn.com] Received: from BigAl ([68.7.218.110]) by BAY0-SMTP10.adinternal.hotmail.com with Microsoft SMTPSVC(5.0.2195.5600); Thu, 22 May 2003 10:09:14 -0700 Reply-To: From: "Al Gietzen" X-Original-To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: Tuned induction X-Original-Date: Thu, 22 May 2003 10:09:23 -0700 Organization: ALVentures X-Original-Message-ID: <000001c32084$e4b847c0$6400a8c0@BigAl> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C3204A.38596FC0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.4024 Importance: Normal In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1106 X-Original-Return-Path: alventures@email.msn.com X-OriginalArrivalTime: 22 May 2003 17:09:14.0739 (UTC) FILETIME=[DF1B5C30:01C32084] This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C3204A.38596FC0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Here is a link to the PowerSport page that describes the modifications they made to their engines and to the Dyno testing graphs. http://www.powersportaviation.com/Home/Engines/engines.htm Apparently they are pulling 215HP at 6000 RPM. They mention their induction system being tuned but they do not give details. Very different engine - peripheral port induction They are using an Oil to water system. Could someone give me a quick description of what an Oil to Water cooling system is? They claim less cooling drag and more room in the cowling with this system. Is anyone on this list using one? Thanks in advance. It's just a compact heat exchanger where the heat from the oil is transferred to the coolant. This additional heat load is then rejected by a larger coolant radiator. There can be some advantages, but I don't think reduced drag is one of them. Overall cooling radiator area is increased because generally you can run the oil loop at a little higher temp than the coolant for better heat transfer to the air. I looked carefully at this option, but abandoned it when I could not find an oil-water heat exchanger that would not have excessive oil side pressure drop with the oil flow rates that we run in a rotary at high rpm. They all seem to be made for piston engines where the oil flow rates and heat loads are less. Jake www.homebuiltairplanes.com Al ------=_NextPart_000_0001_01C3204A.38596FC0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Here is a link = to the PowerSport page that describes the modifications they made to their = engines and to the Dyno testing graphs.

http:= //www.powersportaviation.com/Home/Engines/engines.htm

 

Apparently they = are pulling 215HP at 6000 RPM.  They mention their induction system = being tuned but they do not give details.

Very different engine – = peripheral port induction

 

They are using = an Oil to water system.  Could someone give me a quick description of what an = Oil to Water cooling system is?  They claim less cooling drag and more = room in the cowling with this system.  Is anyone on this list using = one?  Thanks in advance.

 

It’s just a compact heat = exchanger where the heat from the oil is transferred to the coolant.  This additional heat load is then rejected by a larger coolant radiator. =  There can be some advantages, but I don’t think reduced drag is one of = them.  Overall cooling radiator area is increased because generally you can run = the oil loop at a little higher temp than the coolant for better heat = transfer to the air.

 

I looked carefully at this = option, but abandoned it when I could not find an oil-water heat exchanger that = would not have excessive oil side pressure drop with the oil flow rates that we = run in a rotary at high rpm.  They all seem to be made for piston engines = where the oil flow rates and heat loads are less.

Jake  =

www.homebuiltairplanes.com

 

Al

 

 

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