X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imo-d22.mx.aol.com ([205.188.144.208] verified) by logan.com (CommuniGate Pro SMTP 5.1.9) with ESMTP id 2079223 for flyrotary@lancaironline.net; Fri, 01 Jun 2007 17:07:20 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.144.208; envelope-from=Lehanover@aol.com Received: from Lehanover@aol.com by imo-d22.mx.aol.com (mail_out_v38_r9.2.) id q.d09.11bfcd8a (39329) for ; Fri, 1 Jun 2007 17:06:36 -0400 (EDT) From: Lehanover@aol.com Message-ID: Date: Fri, 1 Jun 2007 17:06:35 EDT Subject: Re: [FlyRotary] PP Ve??? was Re: Intake CFM air flow To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1180731995" X-Mailer: 9.0 Security Edition for Windows sub 5366 X-Spam-Flag: NO -------------------------------1180731995 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 6/1/2007 3:02:35 P.M. Eastern Daylight Time, eanderson@carolina.rr.com writes: Given we know that some racers are restricted by the size of the intakes permitted (is this true for the PP, Lynn?) perhaps that is why the VE seems a bit on the low side. But, that's just a guess. Well, that was my best crack at trying to determine the efficiency of a PP. So anybody else having an idea or source of information or opinion - jump in. Ed The GT-2 12A is allowed to use two 44MM Chokes in a Weber 48 IDA Carb. The RPM is just about the heat load limit for road racing, since you have to keep this insanity up for a minimum of 45 minutes. With lighter rotors and crank and ceramic apex seals drag racers can turn up well over 12,000 RPM for 8 seconds. The actual RPM they turn, is not mentioned where I can find it. Plus the drag racers are not limited in choke size. And they don't worry about cooling. Super light rotors fatigue and crack often requiring frequent changes. Too heavy for paper weights, and they never quite leaking oil. Oil temps from added centrifugal loading are going up with RPM. Also 120 to 140 PSI of oil Pressure is used from an external pump. A Pport 13B with 44MM chokes can do 330 HP. But are seldom turned up more than 10,000 without extensive rotor lightening. Longer crank and more flex. So Racing Beat's 900 HP three rotor airplane engine has been derated, a bit and runs 160 PSI oil pressure. You can actually cool up to 300 HP per rotor. These engines use extra dowel pins through the combustion area to keep the rotor housings from flexing away from the rotor face. Ouch!!!!! Over 700 HP from a boosted street 13B is not uncommon. They take the controller hose off of the waste gate and stand on for long enough to get a HP peak on a chassis dyno. Chassis dynos are springing up across the country. Kids meet each weekend at the dyno and "Race their cars" Even blowing one to pieces is a badge of honor at the dyno. So with 25 +pounds of boost and injecting water and alcohol from a 5th injector in front of the TB, and the sky is the limit. But I run on as usual. Lynn E. Hanover ************************************** See what's free at http://www.aol.com. -------------------------------1180731995 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 6/1/2007 3:02:35 P.M. Eastern Daylight Time,=20 eanderson@carolina.rr.com writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D3>
Given we know that some racers are restricted by the size of the= =20 intakes permitted (is this true for the PP, Lynn?) perhaps that is why the= VE=20 seems a bit on the low side.  But, that's just a guess.  Well, t= hat=20 was my best crack at trying to determine the efficiency of a PP. 
 
So anybody else having an idea or source of information or opinion -=20= jump=20 in.
 
Ed
The GT-2 12A is allowed to use two 44MM Chokes in a Weber 48 IDA Carb.=20= The=20 RPM is just about the heat load limit for road racing, since you have to kee= p=20 this insanity up for a minimum of 45 minutes. With lighter rotors and crank=20= and=20 ceramic apex seals drag racers
can turn up well over 12,000 RPM for 8 seconds. The actual RPM they tur= n,=20 is not mentioned where I can find it. Plus the drag racers are not limited i= n=20 choke size. And they don't worry about cooling. Super light rotors fatigue a= nd=20 crack often requiring frequent changes. Too heavy for paper weights, and the= y=20 never quite leaking oil.
 
Oil temps from added centrifugal loading are going up with RPM. Al= so=20 120 to 140 PSI of oil Pressure is used from an external pump. A Pport 13B wi= th=20 44MM chokes can do 330 HP.
But are seldom turned up more than 10,000 without extensive rotor=20 lightening. Longer crank and more flex. So Racing Beat's 900 HP three rotor=20 airplane engine has been derated, a bit and runs 160 PSI oil pressure. You c= an=20 actually cool up to 300 HP per rotor.  
 
These engines use extra dowel pins through the combustion area to keep=20= the=20 rotor housings from flexing away from the rotor face. Ouch!!!!!
 
Over 700 HP from a boosted street 13B is not uncommon. They take the=20 controller hose off of the waste gate and stand on for long enough to get a=20= HP=20 peak on a chassis dyno.
 
Chassis dynos are springing up across the country. Kids meet each weeke= nd=20 at the dyno and "Race their cars" Even blowing one to pieces is a badge of h= onor=20 at the dyno.
 
So with 25 +pounds of boost and injecting water and alcohol from a 5th=20 injector in front of the TB, and the sky is the limit. But I run on as=20 usual.
 
Lynn E. Hanover



See w= hat's free at AOL.= com.
-------------------------------1180731995--