X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-da02.mx.aol.com ([205.188.105.144] verified) by logan.com (CommuniGate Pro SMTP 5.3.10) with ESMTP id 4553028 for flyrotary@lancaironline.net; Tue, 02 Nov 2010 21:53:38 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.105.144; envelope-from=Lehanover@aol.com Received: from imo-da04.mx.aol.com (imo-da04.mx.aol.com [205.188.169.202]) by imr-da02.mx.aol.com (8.14.1/8.14.1) with ESMTP id oA31qtbP021793 for ; Tue, 2 Nov 2010 21:52:55 -0400 Received: from Lehanover@aol.com by imo-da04.mx.aol.com (mail_out_v42.9.) id q.f86.10549d9 (55740) for ; Tue, 2 Nov 2010 21:52:50 -0400 (EDT) Received: from magic-d16.mail.aol.com (magic-d16.mail.aol.com [172.19.155.132]) by cia-md04.mx.aol.com (v129.5) with ESMTP id MAILCIAMD047-d9bc4cd0c071eb; Tue, 02 Nov 2010 21:52:49 -0400 From: Lehanover@aol.com Message-ID: Date: Tue, 2 Nov 2010 21:52:49 EDT Subject: Re: [FlyRotary] Re: Finite Amplitude Wave was Sausage Re: EM2 Numbers To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_aa7ed.41e532ec.3a021a71_boundary" X-Mailer: 9.0 Security Edition for Windows sub 5382 X-AOL-IP: 72.187.199.116 X-Spam-Flag:NO X-AOL-SENDER: Lehanover@aol.com --part1_aa7ed.41e532ec.3a021a71_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 11/2/2010 5:33:25 P.M. Eastern Daylight Time, keltro@att.net writes: Lynn, Correct me if I am wrong but turbocharging a periferal port Rotary engine would then be like turbocharging a piston engine with a extreme overlap camshaft.........Not a good idea ??........ Lots to think about for that. The step up onto the cam (jn piston engines) would be very detectable. Once you have enough boost to overcome the back pressure and dilution, the ride would be worth the work. Some of the energy is spent just pushing the exhaust gasses further down the header, but the net result is still a boosted engine. Low RPM torque would be minimal. Another advantage of boost is to overcome reverse flow caused by a late closing intake. Should some insane person port the intake too high. Better at the top end much worse at the bottom. Plus it is typical to use low compression rotors which gives even worse bottom end torque. It is done in street cars and drag racers. Short duration cams in turbo engines help the poor bottom end performance. Not much of a problem in sort of constant speed aircraft use. Lynn E. Hanover --part1_aa7ed.41e532ec.3a021a71_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 11/2/2010 5:33:25 P.M. Eastern Daylight Time,=20 keltro@att.net writes:

Lynn,

Correct me if I am wrong but turbocharging a periferal= port=20 Rotary engine would then be like

turbocharging a piston engine with a extreme overlap camshaft......= ...Not=20 a good idea ??........

Lots to think about for that. The step up onto the cam (jn piston eng= ines)=20 would be very detectable. Once you have enough boost to overcome the back= =20 pressure and dilution, the ride would be worth the work.

Some of the energy is spent just pushing the exhaust gasses further= down=20 the header, but the net result is still a boosted engine. Low RPM torque= would=20 be minimal. Another advantage of boost is to overcome reverse flow caused= by a=20 late closing intake. Should some insane person port the intake too high.= Better=20 at the top end much worse at the bottom. Plus it is typical to use low=20 compression rotors which gives even worse bottom end torque. It is done in= =20 street cars and drag racers.

Short duration cams in turbo engines help the poor bottom end perform= ance.=20 Not much of a problem in sort of constant speed aircraft use.

Lynn E. Hanover

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