On January 17, 2012 at 3:39 PM Chad Robinson <crobinson@medialantern.com> wrote:

> A little Googling turned this up:
> http://www.esnips.com/displayimage.php?pid=8400208
>
> On 1/17/12 2:31 PM, Ernest Christley wrote:
> > If you haven't done it, spend some time with "Rotary Engines" by Kenichi Yamamoto.  Lynn sent out a link to it in 2008,
> > but I downloaded and started reading it on the treadmill last week.  The first chapter is some interesting history.  The
> > second is a lot of math, that some may find interesting.  I just skimmed it.  But starting in Chapter 3, it gets REALLY
> > interesting, and explains how a lot of these factors affect one another.
> >
> > In particular, it explains what it calls a 3:3 burn pattern when there is a lot of overlap.  The first time around, the
> > three chambers have fresh charge, so they burn normally and produce power.  The next time around, the exhaust gasses
> > push back the fresh intake, to the point that the mixture won't burn.  So you get three unburnable charges.  The next
> > time around you get some mixture of unburnt charge from the previous, burned gasses from two cycles ago, and new mixture
> > from the current charge.  If that actually fires off, the next cycle will have an overload of burnt exhaust, and won't.
> >   Then it all repeats.
> >
> >
> > Lehanover@aol.com wrote:
> >>
> >>
> >> In a message dated 1/17/2012 6:47:41 A.M. Eastern Standard Time,
> >> msteitle@gmail.com writes:
> >>
> >>      Lynn,
> >>
> >>      Thanks so much for a very detailed reply.  It sounds like the
> >>      factory EC-2 setting for advance will be pretty close for cruise
> >>      (5200 rpm) mode for my p-port engine.  I usually lean pretty
> >>      aggressively, so maybe a couple of degrees would be in order.
> >>
> >>      Can you tell me if its normal for the MAP to be different for p-port
> >>      engines, particularly around idle (1800 rpm)?  My MAP readings are
> >>      approx. 17.0 - 17.3 at idle.  This is about 2" higher that with my
> >>      side-port engine.  I'm thinking this is because of the much higher
> >>      intake/exhaust overlap with the p-port engine.
> >>
> >>      Thanks,
> >>      Mark
> >>
> >>
> >> Everything affects everything, all of the time.
> >>
> >> So where the side port can have less overlap, or even no overlap in the
> >> case of the Renesis, the Pport has a lot of overlap. So, the Pport is
> >> easily affected by exhaust system and muffler design. At any particular
> >> RPM a wildly differing set of factors plays out inside the engine. The
> >> most obvious is the exhaust gasses re-entering the chamber diluting the
> >> intake charge, and making it over rich (because some of the oxygen
> >> bearing charge has be displaced and the fuel delivery has remained
> >> unchanged. This whole scenario may change just a few RPM up or down the
> >> range.
> >>
> >> So you might get it idling really well today, and in the morning it
> >> barely runs at all until the oil temps come up a bit. What could cause
> >> that? The cold rotors are condensing fuel back into droplets, which
> >> makes for less surface area to mate up with any oxygen, and the engine
> >> is now very much over lean. Everything affects everything.
> >>
> >> If you have fiddled with dirt bike engines, this all comes to be very
> >> clear. There is a similar interaction between intake design and exhaust
> >> design in a piston port 2 cycle engine.
> >>
> >> Notice the strange mufflers on those bikes. A seemingly over sized
> >> muffler ending with a very small tube that seems far too small to make
> >> any power. And still it works.
> >>
> >> The rotary is a 4 stroke Otto cycle engine that tunes like a 2 stroke
> >> dirt bike engine.
> >> Less so for little or no overlap. Much more so for lots of overlap like
> >> the Pport.
> >>
> >> So, it will never tune up in idle quite as well as a side port. But the
> >> higher the idle RPM you can stand the better it will be. Another factor
> >> that removes the engine from its car like idle, is the fact that the
> >> prop load is higher than the engine would see in just stirring up trans
> >> oil at idle. So instead of say 3 HP required to idle you may need12 or
> >> 15 HP to spin that prop even 1,000 RPM.
> >>
> >> Your first Viking departure will make it all worth the trip.
> >>
> >> Lynn E. Hanover
> >>
> >>
> >
> > --
> > Homepage:  http://www.flyrotary.com/
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>
>
> --
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