George Moore wrote:

Paul,
   A gentleman named Doug Marker of the UK is an investor in the Carter
Copter and a frequent poster to the 2 Rotorcraft Newsgroups I monitor
daily. After the recent demise of the Nascar V-6 engine (injesting it's
valves), he posted that they were now considering a V-8 auto engine.
   I posted back asking him if they had ever considered using a Wankel
Rotary engine like a 13B or the 20B ?  He wrote back that the engine
they need must be capable of producing a constant 350 hp and also must
be tubocharged to operate at 45,000 ft.
   First, I think the constant 350 hp explains the V-6's appetite for
valves ! From all that I have read here over the last year, I think a
turbocharged 20B could be modified and tuned to achieve the sustained
350 hp, but I'm lost as to the ability to operate at 45,000 ft ?  I also
considered whether this would be a fair test to subject the Wankel to ?
He did post that due to the time constraints of their test schedules,
they were forced to try the V-8 next.
   I highly suspect that the V-8 will fair no better than the V-6 did,
and they will be looking for a new engine. My question is would it be
fair to the cause of Rotary Engines in Aviation to use a Wankel Design
in this Machine ?  Even success could result in failure, if it caused
more people to seek the remaining 20B's. In reality, I think that they
would go to a conservative Certified Aviation engine next, but the
possibilities boggle the mind!

I heard about that and I have lost track of the web site that discusses
the demise of the V6. Do you have that URL George? I don't think a V8
is going to be any better than a V6 as far as power to weight ratio 
or durability goes. If it runs at less HP per cubic inch (lower RPM
or lower BMEP) it should be more durable but then it will be heavier 
as well for a given HP.

The design hinges on a certain power to weight
ratio and a certain BSFC. That rules out most engines right from the 
start. Perhaps not a sequential turbo three rotor with aluminum end 
and center housings such as being developed by Racing Beat. A turbine 
would fit the bill for power to weight ratio but not BSFC or altitude.

Jeff Spitzer knows about altitude and sequential turbos as his airplane 
has achieved 57,000 feet. If they want to save that project they should
consult with Racing Beat and Jeff's company GAT.

You might want to pass this information on George, and tell him to visit
our web site for the pictures of the Racing Beat 900 HP turbo 
three rotors and Racing Beat's phone number.

Paul Lamar
 
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