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The stock Renesis HP curve is just about
linear with rpm. It maxes at about 238 at 8500 rpm, but is only about 170
or so at 6000. The torque curve is almost flat. It maxes out at 159
ftlbs at about 5500 rpm. It suspect that is why the static rpm on a lot
of NA engines that are over propped goes to between 5300 and 5800 rpm.
Bill B
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of wrjjrs@aol.com
Sent: Thursday, May 27, 2010 12:18
PM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: Rotary HP
reviisted....now that I know more about it all...kinda.
The p port engine is actually less
stressfull on most of the seals. The intake port is in a low stress area, and a
low temperature area. The 1-11/16 p-port makes 200 HP at under 7000 RPM. The
1-3/4" intake should dyno even higher but will require higher RPM.
-----Original
Message-----
From: George Lendich <lendich@aanet.com.au>
To: Rotary motors in aircraft
<flyrotary@lancaironline.net>
Sent: Thu, May 27, 2010 12:54 am
Subject: [FlyRotary] Re: Rotary HP reviisted....now that I know more about it
all...kinda.
Can't answer all your questions, as I
don't know how the different port shapes affect HP. I can however give
you my appreciation of Hp and that is; a standard side port
which provide approximately 160 to 180hp if really lucky. The different
side ports vary up to 200 hp +, however the PP is the ( our) answer in my
opinion, as it gives a direct shot into the combustion chamber. If you use the
minimum size PP ( 44mm) for our RPM ( up to 7,200/ 7,500) you will achieve the
200hp -230hp+. It all varies with how efficient the inlet and exhaust is done.
I know it doesn't answer all your
questions, but it's enough for me.
Now that Bill Jepson is working on the
new PP things should be more reliable.
Reliability is subjective, if you get
more power your putting more stress and wear on the engine - naturally. Apart
from that there aren't any reliability issues with different ports.- that's
IMHO.
I know this must have been discussed,
but perhaps more in passing or in some of Tracy's
literature (now kinda dated, especially with some of the strides he
continues to make), but what is the conventional wisdom as to rotary
horsepower? I know when I first started looking into it, oh many years
ago, it seemed the impression I got was that you could pretty easily achieve
200 hp, however, that is now a bit lower. Some of the tricks to get the
higher HP was mild and medium porting, bridge, "J" and "P"
porting. Then there was the option of turbo...the one, in combination
with a medium street port, I chose.
When started today, mine was turning
about 6200 rpm at 35 MP (with a 3 lb spring in the wastegate).....it surged
forward against the chocks and breaks. IVO prop full fine. Nice feel
of power even if it likes to heat up fast in 90 degree weather like this.
Also, I think this was discussed before
too, when I go WOT my engine develops up to about 6250 rpm, but then
drops a couple/few hundred rpm to usually just under 6000....sometimes just
above. Thoughts? Ed, (perhaps Al)it seems you may have chimed in
before. Regrettably, when I search the archives I tend to get
frustrated due to thread drift.
I heard a lot about porting when I was
initially investigating all this and I chose to use a medium street port.
I let Mazdatrix do the work. That being said, I have read all but
nothing on others porting their engines (other than a LOT
from PL on P ports). Since standard porting does not reportedly effect
reliability, only, potentially low low idle (I can idle as low as about
1300 rpm when warm smoothly) why is it not discussed and/or utilized more?
Just curious guys/gals. Discuss
<g>
Always loved the lines of a Tailwind
– in fact, I have the plans and license to build a W-10 sitting on my
book shelf. Unfortunately, I doubt I’ll ever get around to it.
Ok with thermostat in the system holding
it at 190F – we really won’t know how much reserve capacity you
have in your cooling system until the power goes up.
I agree with George, 200HP out of an N/A
13B is really pushing it. I think 180HP is a more realistic expectation
– but, hey you never know. It amazing how power goes up when things
come together.
Rv-6A N494BW Rotary
Powered
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On Behalf Of John
Sent: Wednesday, May 26, 2010 2:36
PM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Emailing: 3
view w-10 003, first flight
My most humble thank you to flyrotary and
all you fine folks that have helped bring my project to flight.
Ed and many others whom I won't try to name here because I would miss
many. The plane is a Wittman Tailwind W-10, empty wt. is 981 and it is a
tri-gear, Wt. is within 6 #'s of similar trikes w/ 0-320 engines. I
have the thermostat in the engine because most of the year it is not very hot,
if we get 50 days with the temperature over 70, we have had a hot summer, not a
lot of beach bunny activity. 7-1 I'll be 74 and have realized my dream,
now it's all gravy. Again, thanks guys!! JohnD
Your message is ready to be sent with the
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3 view w-10 003
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