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Sorry; emails in RPN rarely make sense
to me, either. :-)
My post was intended to be in response to Matt's numbers. But from
the immortal movie 'Short Circuit', all "Input!" is useful.
Charlie
On 10/21/2020 12:05 PM, 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 “full power” or thats my goal.
Regards
Sent from my iPhone
Le Roux Breytenbach
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. 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 & 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
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 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 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 the best, oil cooler is
too small, prop 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.
Thanks Lyn
So PP’ing 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. 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@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 <flyrotary@lancaironline.net>
> Sent: Wednesday, October 21, 2020 1:38 AM
> To: Rotary motors in aircraft <flyrotary@lancaironline.net>
> Subject: [FlyRotary] Re: Tuning
>
>
> Steve = Using Megasquirt for ECU. How is your
flight testing going?
>
> Jeff = 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 = 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.
>
>
> Neil = That is a nice idle. I forget, are you
P-Port? What is your timing at?
>
> Dave = 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
<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’s default and haven’t changed it
but was wanting 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 = 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 = 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/
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> > <split.JPG>--
> > Homepage: http://www.flyrotary.com/
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>
>
> --
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