Thanks for the credit, Bill, but not certain I used the
"Sausage" ideal. Regardless, it is true we are dealing with pulses
of energy in the intake - so you could think of those as the links in the
string of a sausage.
The periphery port engine is more profoundly affected by its exhaust system
than is the side port engine.
In the side port, the port is actually closed off by the sides of the
rotor. The overlap period is short. The Renesis actually has zero overlap
(Intake and exhaust open and connected). So thinking like a piston engine, with
reflected waves and such works out fine. Not the case for the periphery
port engine.
The periphery port engine tunes more like a really high strung dirt
bike. Where you might change mufflers (actually tuning devices) for
different tracks or conditions. There is a long overlap period. The intake and
exhaust are free flowing and the connection is free of sharp angles. In a side
port installation, you might get away with a poor car like exhaust system. On a
periphery port engine anything short of a free flowing header is going to cost
plenty of HP. Tuning if possible at all, will be difficult. Changes in intake
length may make little difference. Until, the exhaust is up to code.
You have two or 3 single rotor engines sharing a muffler, and a
crank. The conditions in the muffler must be kept identical for each
engine, lest one or the other be dragging in some RPM range. The easy way to do
this is to collect the identical length headers before the muffler. There you
are, identical conditions for each engine.
Dyno it with the aircraft system installed, or, don't bother.
The first time I got the headers right, the driver said the rear end was
broken. Spinning only the left rear. He could see the smoke leaving tight
corners. It was a Speedway Quick change with a spool. Nothing was broken. The
right side was spinning as well, he just couldn't see it. Feels greasy he said.
Request a Viking departure. (With proper oil and fuel pick ups of
course).
Lynn E. Hanover