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Date: Wed, 16 Feb 2011 21:38:39 -0600
Message-ID: <AANLkTin-jJKjgv=paArYg4-E5h3=LXw_r4izJ1d5KHfr@mail.gmail.com>
Subject: [FlyRotary] - Day dreaming...
From: Dustin Lobner <dmlobner@gmail.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Content-Type: multipart/alternative; boundary=0015174bdefa26238b049c72220e

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Hi everyone,

I posted this today on the HomeBuiltAirplanes forum.  Going to C/P it here
for comments/questions/flaming.

Background, I'm planning on building up a Renesis with a Turbonetics turbo,
putting it into a Mustang II.  I'm planning on using MegaSquirt 3 (or
whatever is available when I get there) ECUs.  These ECUs control things
like waste gate management, any servos you want, in addition to the the EFI
and ignition.

So... <copy-paste from the forum>

The Renesis has 6 intake ports (I think a 4 port model was made for awhile,
but I'm going to buy a crate engine so that's out). I found a white paper
somewhere, written by the designers of the Renesis, talking about each port.
There's the primary, which is always open. Secondary comes on 3,500-4K
RPMs-ish. Aux turns on at 7.5K RPMs. The ECU I'll be using has outputs for
controlling things like butterfly valves for different intake runners.

My understanding is that most people simply run on the pri/secondary only
and plug the aux, or run with them all going. Seeing as how I'll have an ECU
to do some work if I want, what do people think about valving either the aux
or the secondary and aux? The ECU is flexible regarding mixtures and
whatnot, so I'm thinking I could tune the "cruise" setting for 6K RPMs, aux
closed, and then tune the "max power" setting for 7k RPMs with the butterfly
opening at 6800 or something. Wastegate (should I go with a turbo) can vary
by RPM too, so I could have it set for "normalize" 6800 and below, and
"boost the heck out of it" above that.

*Shrugs* I know, it's an airplane, KISS. I have a few years before I'll be
to the point of being able to wrench on the engine, so I'm dreaming about it
now and hashing things out now so that when the engine gets here I can just
build. From discussions on the Mazda list, different length runners DO
matter quite a bit, so it's not like this is a completely worthless thought.

Thinking about it, valving the secondary seems a bit stupid, because if that
valve breaks you don't have a good portion of your power, whereas if you
lose the aux it's not the end of the world.

<end paste>

I guess what I'm going for is, I remember some conversation here about
different length runners for different tuning.  This could let you have the
best of both worlds...thoughts?  And mind you, I have a two engineer
aviation minded friends, one with a ME/EE double and one with an AeroE, so
I'm not completely without help designing this.

Dustin

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Hi everyone,<br><br>I posted this today on the HomeBuiltAirplanes forum.=A0=
 Going to C/P it here for comments/questions/flaming.<br><br>Background, I&=
#39;m planning on building up a Renesis with a Turbonetics turbo, putting i=
t into a Mustang II.=A0 I&#39;m planning on using MegaSquirt 3 (or whatever=
 is available when I get there) ECUs.=A0 These ECUs control things like was=
te gate management, any servos you want, in addition to the the EFI and ign=
ition.=A0 <br>
<br>So... &lt;copy-paste from the forum&gt;<br><br>
The Renesis has 6 intake ports (I think a 4 port model was made for=20
awhile, but I&#39;m going to buy a crate engine so that&#39;s out).  I foun=
d a=20
white paper somewhere, written by the designers of the Renesis, talking=20
about each port.  There&#39;s the primary, which is always open.  Secondary=
=20
comes on 3,500-4K RPMs-ish.  Aux turns on at 7.5K RPMs.  The ECU I&#39;ll b=
e
 using has outputs for controlling things like butterfly valves for=20
different intake runners.  <br> <br>
My understanding is that most people simply run on the pri/secondary=20
only and plug the aux, or run with them all going.  Seeing as how I&#39;ll=
=20
have an ECU to do some work if I want, what do people think about=20
valving either the aux or the secondary and aux?  The ECU is flexible=20
regarding mixtures and whatnot, so I&#39;m thinking I could tune the=20
&quot;cruise&quot; setting for 6K RPMs, aux closed, and then tune the &quot=
;max power&quot;=20
setting for 7k RPMs with the butterfly opening at 6800 or something. =20
Wastegate (should I go with a turbo) can vary by RPM too, so I could=20
have it set for &quot;normalize&quot; 6800 and below, and &quot;boost the h=
eck out of=20
it&quot; above that.<br> <br>
*Shrugs* I know, it&#39;s an airplane, KISS.  I have a few years before I&#=
39;ll
 be to the point of being able to wrench on the engine, so I&#39;m dreaming=
=20
about it now and hashing things out now so that when the engine gets=20
here I can just build.  From discussions on the Mazda list, different=20
length runners DO matter quite a bit, so it&#39;s not like this is a=20
completely worthless thought.<br> <br>
Thinking about it, valving the secondary seems a bit stupid, because if=20
that valve breaks you don&#39;t have a good portion of your power, whereas=
=20
if you lose the aux it&#39;s not the end of the world.
						<br><br>&lt;end paste&gt;<br><br>I guess what I&#39;m going for is, I=
 remember some conversation here about different length runners for differe=
nt tuning.=A0 This could let you have the best of both worlds...thoughts?=
=A0 And mind you, I have a two engineer aviation minded friends, one with a=
 ME/EE double and one with an AeroE, so I&#39;m not completely without help=
 designing this.<br>
<br>Dustin<br><br><br>

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