X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.123] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with ESMTP id 4366311 for flyrotary@lancaironline.net; Tue, 22 Jun 2010 08:43:28 -0400 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.123; envelope-from=eanderson@carolina.rr.com Return-Path: X-Authority-Analysis: v=1.0 c=1 a=wOzsEfhpmGUA:10 a=ygRHs6EKU7oA:10 a=5Up8faWwAAAA:8 a=Ia-xEzejAAAA:8 a=pedpZTtsAAAA:8 a=3oc9M9_CAAAA:8 a=Hl1Gy0H5AAAA:8 a=kviXuzpPAAAA:8 a=TqHsKh0bvOq43bQD6oYA:9 a=YXNCtKpLU8z9vHA6fHAA:7 a=_jc3hhWAR4fnpQfYxx_OxRsAvqEA:4 a=wPNLvfGTeEIA:10 a=M8_0SX33gSsA:10 a=Kik5wDNV_0UA:10 a=EzXvWhQp4_cA:10 a=eJojReuL3h0A:10 a=U8Ie8EnqySEA:10 a=4vB-4DCPJfMA:10 a=e5jF7xU8uJtBflNk:21 a=iNdymgf2y64CrYKk:21 a=SSmOFEACAAAA:8 a=Qugl9IGJGGU77t_lIj4A:9 a=luWeFdRv00yu0xp-NQoA:7 a=qOXaMiauGcObog0UtN5ov5FMfIMA:4 a=liExaU9W6NUA:10 a=RqOAJGx8AAAA:8 a=X02qDDlAAAAA:20 a=0bwPlpDAAAAA:8 a=7A9z_JF9wMBVAx0HkOEA:9 a=H4_3NWptxXdmRExtkIXbafnEXr0A:4 a=KQqxNPgzF0kA:10 a=Zhli_vK5D8q5j5yU:21 a=DxWpsE9WHAiyERLE:18 X-Cloudmark-Score: 0 X-Originating-IP: 75.181.123.159 Received: from [75.181.123.159] ([75.181.123.159:1651] helo=edsnewcomputer1) by cdptpa-oedge01.mail.rr.com (envelope-from ) (ecelerity 2.2.2.39 r()) with ESMTP id 11/42-24471-8CFA02C4; Tue, 22 Jun 2010 12:42:52 +0000 Message-ID: <002601cb1208$6f3a4840$0902a8c0@edsnewcomputer1> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Pulse Tuning Web page [FlyRotary] Re: Pulse Tuning [FlyRotary] Re: 13B rotary engines Date: Tue, 22 Jun 2010 08:42:54 -0400 MIME-Version: 1.0 Content-Type: multipart/related; type="multipart/alternative"; boundary="----=_NextPart_000_0022_01CB11E6.E7EF6FD0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3664 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3664 This is a multi-part message in MIME format. ------=_NextPart_000_0022_01CB11E6.E7EF6FD0 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0023_01CB11E6.E7EF6FD0" ------=_NextPart_001_0023_01CB11E6.E7EF6FD0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi Bryan, Here is a link to a web page which does a better job of explaining the = use of pulse tuning and I think addresses the problem closer to what a = PP intake might involve - using a plenum(s) rather than attempting to = interconnect the two intakes. http://home.earthlink.net/~redcat/pulse_ram/theory.html This page provides a graph which shows the dramatic increase in = compression pressure when you hit the sweet spot in Pulse tuning http://home.earthlink.net/~redcat/pulse_ram/analysis.html One thing to keep in mind is this analysis is directed at at 4 stroke = pistion engine and not the rotary - the principle diffierence is the = rotary engine provides twice the frequency of excitation at the same rpm = of the piston engine. This can be a factor in some of the equations. In any case, their experiment with pulse tuning resulted in this = conclusion - From the results of the experiment, it was clear that the increase in VE = due to the pulse effect of the primary pipe is between 10% and 15% at = 7000 RPM. =20 The Mazda DIE approach is a bit different in that instead of an open = (plenum) at the end of the tube and the need to wait the time to have = the pulse reflected back to the intake port, the rotary instead has = another intake port. This means that for the for the Mazda DIE effect = the tube can be 1/2 the length calculated for a port-to-plenum = back-to-port arrangement as you would have in a PP set up. There are other factors that can shift the rpm sweet spot that are tough = to quantify without a computer program (they do exist for around $600 = the last time I checked) that can run on a PC. =20 Ed Ed ----- Original Message -----=20 From: Bryan Winberry=20 To: Rotary motors in aircraft=20 Sent: Monday, June 21, 2010 10:41 PM Subject: [FlyRotary] Re: Pulse Tuning [FlyRotary] Re: 13B rotary = engines Thanks Ed, Now that you mention it, I recall seeing an engine with a very long = intake at about a 45 degree angle. I think it was only for a dyno run. = Unusable for just about any application due to its' length. =20 I need to re-examine that Renesis manifold. Bryan =20 =20 -------------------------------------------------------------------------= ----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] = On Behalf Of Ed Anderson Sent: Monday, June 21, 2010 10:03 PM To: Rotary motors in aircraft Subject: [FlyRotary] Pulse Tuning [FlyRotary] Re: 13B rotary engines =20 BW, as best I recall (don't have a Renesis) that small chamber is = simply a "transfer chamber" to get the pulse from one intake tube to = another.=20 =20 The DIE effect that Tracy mentions relies on a type of pulse called a = "Finite Amplitude Wave (FAW)" - this wave behaves different from = traditional sound waves and makes a 125 db sound wave seem lik a very = tiny soundin comparison. These wave shatter metal not to mention ear = drums. =20 There are several "tuning" techniques which attempt to make use of = these Finite Amplitude waves in induction systems. Mazda has been one = of the most successful attempts in part due to its unique construction = (no valves) and the rapid generation of these waves in the intake. In = the older 13B anytime the intake port opened, the still present exhaust = gases would burst forth and produce a shock wave ( FAW pulse). If the = intakes were tied together and of the proper length - at a specific rpm = the pulse generated by the opening of the intake of one rotor would = travel through the intake to the intake of the 2nd rotor. It was = designed to arrive just as the intake port was closing. =20 When an engine (piston or rotary) starts its compression stroke, the = intake remains open for a period - during this period the compressiing = piston/rotor pushes out some of the mixture its already "sucked" into = the chamber. Typically the value for this mixture pushed out during = this "Reversion of flow" amounts to around 15% of the amount already = "sucked" in. =20 =20 So if the FAW Pulse arrives at the right time most of its dynamic = energy is converted from kinetic energy to a localized increase in = pressure right beside the closing intake port. If all goes well it = prevents most of this reversion. In fact, Mazda found a 15% increase in = HP at 6000 rpm using this knowledge. =20 However, it is generally only significant for one rpm - or if you do = like Mazda and have a valve to change the length of the intake for this = pulse, you may get two sweet spots at a lower and a higher rpm. =20 Since PP are not interconnected the approach Mazda used on the N/A 13B = side ports won't work as is. =20 However, due to the properties of the FAW pulse when it encounters a = change in cross sectional area, the pulse tuning technique could = theoretically be used on a PP. Since you want a increase in pressure as = the port closes, and since the FAW pulse will reflect from an opening = into the atmosphere (Plenumn box also) - if you made your PP tube a = specific length then at some rpm (which can be calculated) the pulse = will bounce back from the plenumn and reach the intake port at exactly = the correct time. =20 That said when one makes the calculations (as best I recall from a few = years ago - so don't hold me to exact figures), you would find that say = for the peak to occur at 6000 rpm - your PP tube would need to be around = 48" long. High target rpm would result in smaller lengths required. =20 Then again, that length (whatever it is) is only good at one RPM to = get the effect. =20 In my case, I spent 3 months just doing the analysis to derive the = equations for the old 13B. Since my primary objective was power on take = off - (I really don't care about top speed as I don't fly there - too = expensive {:>)), I did not mind the restriction to one rpm. =20 So my DIE intake is tuned to give maximum power at around 6000 rpm (My = static for take off swinging a 74x88 prop). I may get up to 6200 rpm = static on a colder day as the sweet spot is a function of the speed of = sound (among other things) which changes with OAT temperture. =20 In my opinion (and that is all it is), if I were going PP, I would = probably not spend much time considering DIE (or Dynamic Chamber -- = which is not quite what most people think it is). =20 FWIW =20 Ed ----- Original Message -----=20 From: Bryan Winberry=20 To: Rotary motors in aircraft=20 Sent: Monday, June 21, 2010 8:38 PM Subject: [FlyRotary] Re: 13B rotary engines =20 Thanks Tracy, I didn't realize the plenum would have that effect. =20 The stock Renesis seems to have a chamber prior to the valves that = create the DIE, but I guess it is too small to be called a plenum = chamber. BW =20 -------------------------------------------------------------------------= --- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] = On Behalf Of Tracy Crook Sent: Monday, June 21, 2010 8:12 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: 13B rotary engines =20 I hate to ask, but what about the Dynamic Intake effect in the PP = with a traditional log-type manifold? If you think about the meaning and function of the Dynamic effect, = you will see that it is mutually exclusive with the traditional log-type = manifold. the 'log' is a plenum chamber which inherently damps out the = dynamic waves and reflections in a DIE intake system. The timing, length, etc would be different than for the sideport DIE = setup that Ed Anderson did so much work on. I won't even pretend to = have any idea what the proper parameters are for a PP DIE setup. Tracy On Mon, Jun 21, 2010 at 7:44 PM, Bryan Winberry = wrote: Yeah, I just saw those MP taps for the oil injection on another site. I'm = no expert, but that seems like an odd place to gather MP data. =20 I only asked about the slide throttle, I certainly had not decided = that it was the answer. =20 Sounds like you recommend the traditional TB - manifold - runners = setup for the PP as well. =20 I hate to ask, but what about the Dynamic Intake effect in the PP = with a traditional log-type manifold? =20 Bryan =20 -------------------------------------------------------------------------= --- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] = On Behalf Of Tracy Crook Sent: Monday, June 21, 2010 7:29 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: 13B rotary engines =20 Bill, I have purchased the EC-3. Will this make any difference in the = difficulty of tuning? Is it a good choice for a PP setup? I'd imagine I should aim for around 7500 rpm for a RD-1C. Bryan =20 Bryan, Mark (the Mustang II w/ pp 13B) used an EC2 on his engine and = eventually got it running pretty well but it was a MAJOR pain getting it = to work with that slide throttle since getting manifold pressure was = hard to do since there IS NO MANIFOLD when using that slide right at the = port. No one seems to consider these 'details' when planning their = installation. I'm of the same opinion as Bill on the slide throttle- = Why the hell do it? Mark eventually got a usable MP signal by taping = into the oil injection ports in the rotor housing but that's not ideal. = BTW, several people referd to Mark's PP 13B as a Renesis PP but I = thought it was a 2nd gen 13B. I could be wrong. Pity that the airplane = was lost in that ground accident, I had not heard about that. Tracy On Mon, Jun 21, 2010 at 7:13 PM, wrote: Bryan, The importance of any system that you use will be, DO YOU UNDERSTAND = IT? Have you ever tuned an engine using a carb, or FI yourself? Tracy's = system seems like a good one for the price. I have not used Tracy's EMS = but it has been effective for the guys that keep at it. A good fuel flow = and mixture meter are top tools for determining where you are. I believe = those are built into the EC-3. Remember, while it won't be changing = while you run the engine, the intake and exhaust are just as "active" = parts as ignition and injection. My advise would be to be sure that you = triple check all your wiring before you install it. Too many of the guys = have run into problems in their wiring. Be sure you are dealing with a = genuine tuning problem and you will be miles ahead. Bill, I have purchased the EC-3. Will this make any difference in the = difficulty of tuning? Is it a good choice for a PP setup? I'd imagine I should aim for around 7500 rpm for a RD-1C. Bryan =20 =20 =20 -----Original Message----- From: Bryan Winberry To: Rotary motors in aircraft Sent: Mon, Jun 21, 2010 3:50 pm Subject: [FlyRotary] Re: 13B rotary engines Bill, I have purchased the EC-3. Will this make any difference in the = difficulty of tuning? Is it a good choice for a PP setup? I'd imagine I should aim for around 7500 rpm for a RD-1C. Bryan =20 =20 -------------------------------------------------------------------------= --- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] = On Behalf Of wrjjrs@aol.com Sent: Monday, June 21, 2010 6:41 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: 13B rotary engines =20 Bryan, As a reference the original Powersport 13B P-port is rated at 210 HP = normally aspirated. The fuel flows are very similar to any other engine = producing that level of power. Steve tells me that they were seeing FF = very comparable to an angle valve IO-360 producing identical power. This = engine was dynoed with butterfly valves in the housing. These p-ports = were 1-5/8' diameter optimized for 6000 RPM. The engine would rev higher = but you were already at peak power anyway. Larger ports will make more = power at higher RPM. Tuning will become more critical with the larger = ports. A personal anecdote here. I built a high reving motorcycle engine = in 1978 with all the "best" parts at the time. The engine was unreal at = high revs, but if you transitioned to anything below 4000 RPM by = shutting the throttle off and quickly opening it again the engine would = "catch" or hit an RPM plateau and would rev no higher. In fact the = engine would die if not returned to idle! This horrible malfunction was = TUNED OUT later, and the solution was surprisingly simple, however = difficult to find. The key here is that many people underestimate the = job of installing and tuning p-ports. There are two aspects, first the = initial install being sure there are no leaks . Then second, and most = overlooked is that the system must tolerate the heat cycles of a high = power engine without DEVELOPING NEW LEAKS for a long time. Powersport = used an insert with o-rings sealing the port. O-rings or other = elastomers work much better than epoxy on long-term sealing because = there are different expansion rates between the port and the epoxy. On a = car you can usually get away with epoxy for a while. An aircraft is a = different animal. The aircraft engine needs to tolerate 80-100% power = for long periods and then long cold-soaks on the ground. The rotary is = mechanically tough enough but you need to design your subsystems like a = race car that will see a 500 mile long straight-away! When Paul Lamar = ran one of the newsletter guys P-port Renesis at MazdaTrix, They got = great numbers, but only after changing to an intake that MazdaTrix had = spent lots of time tuning. P-ports will run great, and even idle well if = not too oversized, but don't expect the tuning to be real easy. Remember = you are designing a new intake, exhaust, and the equivilent of a new cam = timing all at once. The rotary is very much like a two-cycle in that = respect. The results can be very worth while if you understand the = difficulty involved. Bill Jepson =20 -----Original Message----- From: George Lendich To: Rotary motors in aircraft Sent: Mon, Jun 21, 2010 2:36 pm Subject: [FlyRotary] Re: 13B rotary engines Bryan, Not all P-ports are equal. More power =3D more fuel. Talk to Bill Jepson ( on here) about availability of new P-ports. George ( down under). All this talk of additional power coupled with an easier intake = design has me thinking I should probably go this direction with my = Renesis. It's still on the stand after rebuild. I haven't constructed the manifold yet anyway. =20 I assume fuel flow will be higher than normal? =20 Is slide throttle best option? =20 Need to search archives I guess. =20 Good info Lynn, Thanks =20 Bryan =20 =20 =20 =20 -------------------------------------------------------------------------= - From: Rotary motors in aircraft = [mailto:flyrotary@lancaironline.net] On Behalf Of Lynn Hanover Sent: Monday, June 21, 2010 12:15 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: 13B rotary engines =20 In a message dated 6/21/2010 11:03:01 A.M. Eastern Standard Time, = rv-4mike@cox.net writes: Thanks for the feedback Lynn. Unusual to see a "poor port = design" actually aid performance. =20 Mike Wills =20 =20 It is not obvious until you start graphing the open and close = events, but the side port which uses the side of the rotor as a shutter = to open and close the port, offers Mazda great latitude in port timing. = In the periphery ported engine (both ports) it is impossible to arrive = at zero overlap, and have an engine that will produce any power at all. = The apex seal does not close off either port at all, it just valves = gasses in one direction or another.=20 =20 In addition, the overlap of the periphery ported engine is far = more effective flow wise than overlap in the side ported engine. One = apex seal is above the intake port when the opposing apex seal is below = the exhaust port. Flow between the two is unobstructed. =20 So, at low RPM you get fresh mixture leaving through the exhaust = port, and combinations of burned and unburned fuel and exhaust gasses = flowing partway back into the intake runners. =20 This reduces the low RPM output to the point that the engine seems = quit docile, and is easy to drive around in the car, slowly, or possibly = taxi in an aircraft. This would make off idle tuning data useless as = there will be fuel burning right on top of the EGT probes, and unburned = fuel reaching the F/A sensor. =20 =20 The engine will act along the lines of a piston engine with a long = duration cam. When the engine reaches its happy RPM where all of the = mixture is burning inside the engine, it will step up on the "CAM" and = you will see what a good idea this was. Use slow throttle inputs until = you find the "WOW" RPM, and be ready with all available rudder.=20 =20 When we first ran a factory periphery port engine, we found that = there were places on the track that would not allow full throttle. This = with 11" wide slicks. Thank Heaven for rev limiters. The driver reported = the rear end getting real loose cresting hills and bumps. =20 Why yes it was.......... =20 Lynn E. Hanover=20 =20 =20 ------=_NextPart_001_0023_01CB11E6.E7EF6FD0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Hi Bryan,
 
Here is a link to a web page which does = a better=20 job of explaining the use of pulse tuning and I think addresses the = problem=20 closer to what a PP intake might involve - using a plenum(s) rather than = attempting to interconnect the two intakes.
 
http://h= ome.earthlink.net/~redcat/pulse_ram/theory.html
 
This page provides a graph which shows = the dramatic=20 increase in compression pressure when you hit the sweet spot in Pulse=20 tuning
 
 
http:/= /home.earthlink.net/~redcat/pulse_ram/analysis.html
 
One thing to keep in mind is this = analysis is=20 directed at at 4 stroke pistion engine and not the rotary - the = principle=20 diffierence is the rotary engine provides twice the frequency of = excitation at=20 the same rpm of the piston engine.  This can be a factor in some of = the=20 equations.
 
In any case, their experiment with = pulse tuning=20 resulted in this conclusion -
 
From the results of the experiment, it was clear that the = increase=20 in VE due to the pulse effect of the primary pipe is between 10% and 15% = at 7000=20 RPM.  
 
The Mazda DIE approach is a bit = different in that=20 instead of an open (plenum) at the end of the tube and the need to wait = the time=20 to have the pulse reflected back to the intake port,  the rotary = instead=20 has another intake port.  This means that for the for the Mazda DIE = effect=20 the tube can be 1/2 the length calculated for a port-to-plenum = back-to-port=20 arrangement as you would have in a PP set up.
 
There are other factors that can shift = the rpm=20 sweet spot that are tough to quantify without a computer program (they = do exist=20 for around $600 the last time I checked) that can run on a PC. =20
 
Ed
 
 
 
 
Ed
 ----- Original Message = -----
From:=20 Bryan Winberry
Sent: Monday, June 21, 2010 = 10:41=20 PM
Subject: [FlyRotary] Re: Pulse = Tuning=20 [FlyRotary] Re: 13B rotary engines

Thanks=20 Ed,

Now that = you mention=20 it, I recall seeing an engine with a very long intake at about a 45 = degree=20 angle.  I think it was only for a dyno run.  Unusable for = just about=20 any application due to its=92 length.

 

I need to = re-examine=20 that Renesis manifold.

Bryan=20  

 

From:=20 Rotary motors in aircraft = [mailto:flyrotary@lancaironline.net] On=20 Behalf Of Ed Anderson
Sent: Monday, June 21, 2010 = 10:03=20 PM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Pulse = Tuning=20 [FlyRotary] Re: 13B rotary engines

 

BW, as best I recall = (don't have a=20 Renesis) that small chamber is simply a "transfer chamber" to get the = pulse=20 from one intake tube to another.

 

The DIE effect that = Tracy = mentions relies on=20 a type of pulse called a "Finite Amplitude Wave (FAW)" - this wave = behaves=20 different from traditional sound waves and makes a 125 db sound wave = seem lik=20 a very tiny soundin comparison.  These wave shatter metal not to = mention=20 ear drums.

 

There are several = "tuning"=20 techniques which attempt to make use of these Finite Amplitude waves = in=20 induction systems.  Mazda has been one of the most successful = attempts in=20 part due to its unique construction (no valves) and the rapid = generation of=20 these waves in the intake.  In the older 13B anytime the intake = port=20 opened, the still present exhaust gases would burst forth and produce = a shock=20 wave ( FAW pulse).  If the intakes were tied together and of = the=20 proper length - at a specific rpm the pulse generated by the opening = of the=20 intake of one rotor would travel through the intake to the intake of = the 2nd=20 rotor.  It was designed to arrive just as the intake port was=20 closing.

 

When an engine (piston = or rotary)=20 starts its compression stroke, the intake remains open for a period - = during=20 this period the compressiing piston/rotor pushes out some of the = mixture its=20 already "sucked" into the chamber.  Typically the value for this = mixture=20 pushed out during this "Reversion of flow" amounts to around 15% of = the amount=20 already "sucked" in. 

 

So if the FAW Pulse = arrives at the=20 right time most of its dynamic energy is converted from kinetic energy = to a=20 localized increase in pressure right beside the closing intake = port.  If=20 all goes well it prevents most of this reversion.  In fact, Mazda = found a=20 15% increase in HP at 6000 rpm using this=20 knowledge.

 

However, it is generally = only=20 significant for one rpm - or if you do like Mazda and have a valve to = change=20 the length of the intake for this pulse, you may get two sweet spots = at a=20 lower and a higher rpm.

 

Since PP are not = interconnected=20 the approach Mazda used on the N/A 13B side ports won't work as=20 is.

 

However, due to the = properties of=20 the FAW pulse when it encounters a change in cross sectional area, the = pulse=20 tuning technique could theoretically be used on a PP.  Since you = want a=20 increase in pressure as the port closes, and since the FAW pulse will = reflect=20 from an opening into the atmosphere (Plenumn box also) - if you made = your PP=20 tube a specific length then at some rpm (which can be calculated) the = pulse=20 will bounce back from the plenumn and reach the intake port at exactly = the=20 correct time.

 

That said when one makes = the=20 calculations (as best I recall from a few years ago - so don't hold me = to=20 exact figures), you would find that say for the peak to occur at 6000 = rpm -=20 your PP tube would need to be around 48" long.  High target rpm = would=20 result in smaller lengths required.

 

Then again, that length = (whatever=20 it is) is only good at one RPM to get the=20 effect.

 

In my case, I spent 3 = months just=20 doing the analysis to derive the equations for the old 13B.  = Since my=20 primary objective was power on take off - (I really don't care about = top speed=20 as I don't fly there - too expensive {:>)), I did not mind the = restriction=20 to one rpm.

 

So my DIE intake is = tuned to give=20 maximum power at around 6000 rpm (My static for take off swinging a = 74x88=20 prop).  I may get up to 6200 rpm static on a colder day as the = sweet spot=20 is a function of the speed of sound (among other things) which changes = with  OAT temperture.

 

In my opinion (and that = is all it=20 is), if I were going PP, I would probably not spend much time = considering DIE=20 (or Dynamic Chamber -- which is not quite what most people think it=20 is).

 

FWIW

 

Ed

----- Original Message = -----=20

From: Bryan Winberry=20

To: Rotary motors in = aircraft=20

Sent: Monday,=20 June 21, 2010 8:38 PM

Subject:=20 [FlyRotary] Re: 13B rotary = engines

 

Thanks = Tracy,

I = didn=92t realize=20 the plenum would have that effect. =  

The stock = Renesis=20 seems to have a chamber prior to the valves that create the DIE, but = I guess=20 it is too small to be called a plenum = chamber.

BW

 

From:=20 Rotary motors in = aircraft=20 [mailto:flyrotary@lancaironline.net] On=20 Behalf Of Tracy Crook
Sent: Monday, June 21, 2010 = 8:12=20 PM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Re: 13B = rotary=20 engines

 

I=20 hate to ask, but what about the Dynamic Intake effect in the PP with = a=20 traditional log-type manifold?

If you=20 think about the meaning and function of the Dynamic effect, you will = see=20 that it is mutually exclusive with the traditional log-type=20 manifold.   the 'log' is a plenum chamber which inherently = damps=20 out the dynamic waves and reflections in a DIE intake = system.

The=20 timing, length, etc would be different than for the sideport DIE = setup that=20 Ed Anderson did so much work on.  I won't even pretend to have = any idea=20 what the proper parameters are for a PP DIE setup.

Tracy

On Mon, Jun 21, 2010 at 7:44 PM, Bryan = Winberry=20 <bryanwinberry@bellsouth.net>=20 wrote:

Yeah,

I just = saw those MP=20 taps for the oil injection on another site.  I=92m no expert, = but that=20 seems like an odd place to gather MP = data.

 

I only = asked about=20 the slide throttle, I certainly had not decided that it was the=20 answer.

 

Sounds = like you=20 recommend the traditional TB =96 manifold =96 runners setup for the = PP as=20 well.

 

I hate to = ask, but=20 what about the Dynamic Intake effect in the PP with a traditional = log-type=20 manifold?

 

Bryan

 

From:=20 Rotary motors in = aircraft=20 [mailto:flyrotary@lancaironline.net] On Behalf Of Tracy = Crook
Sent: Monday, June 21, 2010 = 7:29=20 PM


To: Rotary=20 motors in aircraft
Subject: [FlyRotary] Re: 13B = rotary=20 engines

 

Bill,

I have = purchased=20 the EC-3.  Will this make any difference in the difficulty of = tuning?  Is it a good choice for a PP=20 setup?

I=92d = imagine I=20 should aim for around 7500 rpm for a=20 RD-1C.

Bryan =20

Bryan,
  =20 Mark (the Mustang II w/ pp 13B) used an EC2 on his engine and = eventually got=20 it running pretty well but it was a MAJOR pain getting it to work = with that=20 slide throttle since getting manifold pressure was hard to do since = there IS=20 NO MANIFOLD when using that slide right at the port.  No one = seems to=20 consider these 'details' when planning their installation.  I'm = of the=20 same opinion as Bill on the slide throttle-  Why the hell do = it? =20 Mark eventually got a usable MP signal by taping into the oil = injection=20 ports in the rotor housing but that's not ideal. 

BTW, = several=20 people referd to Mark's PP 13B as a Renesis PP but I thought it was = a 2nd=20 gen 13B.  I could be wrong.  Pity that the airplane was = lost in=20 that ground accident, I had not heard about that.
Tracy

On Mon, Jun 21, 2010 at 7:13 PM, <wrjjrs@aol.com>=20 wrote:

Bryan,

The = importance of=20 any system that you use will be, DO YOU UNDERSTAND IT? Have you ever = tuned an engine using a carb, or FI yourself? Tracy's = system seems=20 like a good one for the price. I have not used Tracy's EMS but it has=20 been effective for the guys that keep at it. A good fuel flow and = mixture=20 meter are top tools for determining where you are. I believe those = are built=20 into the EC-3. Remember, while it won't be changing while you run = the=20 engine, the intake and exhaust are just as "active" parts as = ignition and=20 injection. My advise would be to be sure that you triple check all = your=20 wiring before you install it. Too many of the guys have run into = problems in=20 their wiring. Be sure you are dealing with a genuine tuning problem = and you=20 will be miles ahead.

Bill,

I have = purchased=20 the EC-3.  Will this make any difference in the difficulty of = tuning?  Is it a good choice for a PP=20 setup?

I=92d = imagine I=20 should aim for around 7500 rpm for a=20 RD-1C.

Bryan=20  

 

 

-----Original=20 Message-----
From: Bryan Winberry <bryanwinberry@bellsouth.net>
To: = Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Mon, = Jun 21, 2010=20 3:50 pm
Subject: [FlyRotary] Re: 13B rotary=20 engines

Bill,

I have = purchased=20 the EC-3.  Will this make any difference in the difficulty of=20 tuning?  Is it a good choice for a PP=20 setup?

I=92d = imagine I=20 should aim for around 7500 rpm for a=20 RD-1C.

Bryan=20  

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of wrjjrs@aol.com
Sent: Monday, June 21, 2010 = 6:41=20 PM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Re: 13B = rotary=20 engines

 

Bryan,

As a = reference the=20 original Powersport 13B P-port is rated at 210 HP normally = aspirated. The=20 fuel flows are very similar to any other engine producing that level = of=20 power. Steve tells me that they were seeing FF very comparable to an = angle=20 valve IO-360 producing identical power. This engine was dynoed with=20 butterfly valves in the housing. These p-ports were 1-5/8' = diameter=20 optimized for 6000 RPM. The engine would rev higher but you were = already at=20 peak power anyway. Larger ports will make more power at higher RPM. = Tuning=20 will become more critical with the larger ports. A personal = anecdote=20 here. I built a high reving motorcycle engine in 1978 with all the = "best"=20 parts at the time. The engine was unreal at high revs, but if you=20 transitioned to anything below 4000 RPM by shutting the throttle off = and=20 quickly opening it again the engine would "catch" or hit an RPM = plateau and would rev no higher. In fact the engine would die = if not=20 returned to idle! This horrible malfunction was TUNED OUT later, and = the=20 solution was surprisingly simple, however difficult to = find. The key=20 here is that many people underestimate the job of installing and = tuning=20 p-ports. There are two aspects, first the initial install being sure = there=20 are no leaks . Then second, and most overlooked is that the system = must=20 tolerate the heat cycles of a high power engine without DEVELOPING = NEW LEAKS=20 for a long time. Powersport used an insert with o-rings sealing the = port.=20 O-rings or other elastomers work much better than epoxy on long-term = sealing=20 because there are different expansion rates between the port and the = epoxy.=20 On a car you can usually get away with epoxy for a while. An = aircraft=20 is a different animal. The aircraft engine needs to tolerate = 80-100%=20 power for long periods and then long cold-soaks on the ground. = The=20 rotary is mechanically tough enough but you need to design your = subsystems=20 like a race car that will see a 500 mile long straight-away! =  When=20 Paul Lamar ran one of the newsletter guys P-port Renesis at = MazdaTrix, They=20 got great numbers, but only after changing to an intake that = MazdaTrix had=20 spent lots of time tuning. P-ports will run great, and even idle = well if not=20 too oversized, but don't expect the tuning to be real easy. Remember = you are=20 designing a new intake, exhaust, and the equivilent of a new cam = timing all=20 at once. The rotary is very much like a two-cycle in that respect. = The=20 results can be very worth while if you understand the difficulty=20 involved.

Bill=20 Jepson

 

-----Original=20 Message-----
From: George Lendich <lendich@aanet.com.au>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Mon, = Jun 21, 2010=20 2:36 pm
Subject: [FlyRotary] Re: 13B rotary=20 engines

 Bryan,

Not all = P-ports=20 are equal.

More = power =3D more=20 fuel.

Talk to = Bill=20 Jepson ( on here) about availability of new=20 P-ports.

George ( = down=20 under).

All = this talk of=20 additional power coupled with an easier intake design has me = thinking I=20 should probably go this direction with my Renesis.  It=92s = still on the=20 stand after rebuild.

I = haven=92t=20 constructed the manifold yet=20 anyway.

 

I = assume fuel=20 flow will be higher than = normal?

 

Is = slide throttle=20 best option?

 

Need to = search=20 archives I guess.

 

Good = info=20 Lynn,=20 Thanks

 

Bryan

 

 

 

 

From:=20 Rotary motors in = aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Lynn = Hanover
Sent: Monday, June 21, 2010 = 12:15=20 PM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Re: = 13B rotary=20 engines

 

In a message dated = 6/21/2010=20 11:03:01 A.M. Eastern Standard Time, rv-4mike@cox.net=20 writes:

Thanks for=20 the feedback Lynn. Unusual to see a "poor = port=20 design" actually aid=20 performance.

 

Mike=20 Wills

 

 

It is not obvious until = you start=20 graphing the open and close events, but the side port which uses = the side=20 of the rotor as a shutter to open and close the port, offers Mazda = great=20 latitude in port timing.  In the periphery ported engine = (both ports)=20 it is impossible to arrive at zero overlap, and have an engine = that will=20 produce any power at all. The apex seal does not close off either = port at=20 all, it just valves gasses in one direction or another.=20

 

In addition, the overlap = of the=20 periphery ported engine is far more effective flow wise than = overlap in=20 the side ported engine. One apex seal is above the intake port = when the=20 opposing apex seal is below the exhaust port. Flow between the two = is=20 unobstructed.

 

So, at low RPM you get = fresh mixture=20 leaving through the exhaust port, and combinations of burned and = unburned=20 fuel and exhaust gasses flowing partway back into the intake=20 runners.

 

This reduces the low RPM = output to=20 the point that the engine seems quit docile, and is easy to drive = around=20 in the car, slowly, or possibly taxi in an aircraft.  This = would make=20 off idle tuning data useless as there will be fuel burning right = on top of=20 the EGT probes, and unburned fuel reaching the F/A sensor. =20

 

The engine will = act along the=20 lines of a piston engine with a long duration cam. When the engine = reaches=20 its happy RPM where all of the mixture is burning inside the = engine, it=20 will step up on the "CAM" and = you will=20 see what a good idea this was. Use slow throttle inputs until you = find the=20 "WOW" RPM, and be ready with all available rudder.=20

 

When we first ran a = factory=20 periphery port engine, we found that there were places on the = track that=20 would not allow full throttle. This with 11" wide slicks. Thank = Heaven for=20 rev limiters. The driver reported the rear end getting real loose = cresting=20 hills and bumps.

 

Why yes it=20 was..........

 

Lynn E.=20 = Hanover 

 

 

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