More power can be obtained if each rotor is treated like it's own seperate
engine, which it is. Keep the intake runners seperate from one rotor to

the

other.This is called independent runner manifold. Their own throttle

plate,

their own injector(below the throttle plate). The rotor already has it's

own

ignition, spark plugs,intake ports, exhaust port. Another good point, they
should have their own exhaust pipe. Remember to use the part of the cast

iron

housings to the intake port as part of the intake runner length, not the
intake flange. Racing Beat has done real well with this. They even have a

true

dual exhaust. Their three rotor used three turbo's making 900hp. Their

intakes

are independent runner type. As long as the runners are over six inches in
length,fuel reversion won't be a problem. And the injector is below the
throttle plate until high rpms. I don't see why you need more than one
injector per rotor? I understand the car. But not aircraft and other non
automotive applications. Happy New Year everybody. Skip

The latest Racing Beat 900 HP three rotor engine intended for aircraft use
has only one turbo. There are two with over 200 hours each on the dyno
so far.

Paul Lamar

I'm interested in seeing what a stock "twin turbo" 20B looks like.  How is
the exhaust plumbed?  Common air side discharge plenum?  Guess I'll find out
in a month or so :)

Check the ACRE NL web site. There is a cut away picture on there.
I'll send some more photo's tomorrow.

Paul Lamar
 
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