Received-SPF: pass
 receiver=logan.com; client-ip=209.85.214.52; envelope-from=lehanover@gmail.com
DomainKey-Signature: a=rsa-sha1; c=nofws;
        d=gmail.com; s=gamma;
        h=mime-version:date:message-id:subject:from:to:content-type;
        b=ezA4rVZRWWbFxAQsFL+rzqRks6FHUchC7M1+VaZprBRYmBche3cGH5GsVrwE6wnBKG
         cNsLOEAiURIgIcM1ZXsOR4jcz/A23G2cCj/eOVAUD10/2k4MPewvm4iKORHHnrqP2N3e
         6JgBPWYVHExbq+jGHlYn6mVYcjYXaGJPvZd+M=
MIME-Version: 1.0
Date: Sun, 20 Jun 2010 12:59:04 -0400
Message-ID: <AANLkTin3h06c8olSOEeDRv0JT85aexAsBAPa8NLh8SKd@mail.gmail.com>
Subject: 13B Rotary engines.
From: Lynn Hanover <lehanover@gmail.com>
To: flyrotary@lancaironline.net
Content-Type: multipart/alternative; boundary=00151747b63a04ebd30489791bed

--00151747b63a04ebd30489791bed
Content-Type: text/plain; charset=ISO-8859-1

Lynn,

Please expand a little on your comment, "Converting a Renesis would seem to
deliver the best of both worlds". It would seem that the side exhaust ports
in the Renesis would be potentially a significant breathing handicap and
that the PP exhaust of the 13B would be a better choice. Maybe the benefits
of no overlap outweigh the breathing handicap?

Mike Wills

The massive overlap of the early rotor housing with a periphery exhaust
port, and a periphery intake port really works in the favor of power from
maybe 7,000 RPM on up. These engines make more power right up to their
mechanical limits, above 11,000 RPM.

Below that or at lower RPM, say 5,000 to 6,500 it is merely annoying.

It is a loss of fuel right out the exhaust. Higher EGTs. Overly sensitive to
exhuast back pressure. And a poor idle.

The poor exhaust port shape of the Renesis helps minimize the effects of the
overlap that is manufacture when the periphery port is installed. The port
area is adequate for performance because there are two such ports for each
housing.
Lynn E. Hanover

--00151747b63a04ebd30489791bed
Content-Type: text/html; charset=ISO-8859-1
Content-Transfer-Encoding: quoted-printable

<div><font face=3D"Calibri">Lynn,</font></div>
<div><font face=3D"Calibri"></font>=A0</div>
<div><font face=3D"Calibri">Please expand a little on your comment, &quot;C=
onverting a Renesis would seem to deliver the best of both worlds&quot;. It=
 would seem that the side exhaust ports in the Renesis would be potentially=
 a significant breathing handicap and that the PP exhaust of the 13B would =
be a better choice. Maybe the benefits of no overlap outweigh the breathing=
 handicap?</font></div>

<div><font face=3D"Calibri"></font>=A0</div>
<div><font face=3D"Calibri">Mike Wills</font></div>
<div>=A0</div>
<div>The massive overlap of the early rotor housing with a periphery exhaus=
t port, and a periphery intake port really works in the favor of power from=
 maybe 7,000 RPM on up. These engines make more power right up to their mec=
hanical limits, above 11,000 RPM.</div>

<div>=A0</div>
<div>Below that or at lower RPM, say 5,000 to 6,500 it is merely annoying. =
</div>
<div>=A0</div>
<div>It is a loss of fuel right out the exhaust. Higher EGTs. Overly sensit=
ive to exhuast back pressure. And a poor idle.</div>
<div>=A0</div>
<div>The poor exhaust port shape of the Renesis helps minimize the effects =
of the overlap that is manufacture when the periphery port is installed. Th=
e port area is adequate for performance because there are two such ports fo=
r each housing.<br>
</div>
<div>Lynn E. Hanover</div>

--00151747b63a04ebd30489791bed--