Joseph Berki wrote:

Are there provisions for injectors or fuel rail?  How much? I will be using
a 88 or 89 6 port NA.  Thanks.

Joe Berki
Limo EZ

At 07:11 AM 4/23/2002 -0700, you wrote:

Opps meant to send that only to Tom Kendal who did the pattern.
Not to worry folks... we got the minor problem solved.
For the new guys we are developing a cast intake manifold that
solves a lot of problems installing the rotary and keeping
the height down so it will fit most cowls.
It also fits turbo models. Here is a picture of the prototype.


BTW After everybody saw Dave Garbers 330 HP 12A Rx3 engine at Sun & Fun
somebody said;
"Why doesn't everybody run a turbo?" :-)

Paul Lamar

Joseph Berki wrote:

Will the entire manifold be a casting or will it be like the image?  Two
piece casting?  Which throttle body?  Great work guys.

Joe Berki

Just the lower part Joe. Too expensive and too heavy to do a complete
180 degree casting. It is designed to use low cost Al pipe bends

>from RB Wagner. Will work with any throttle body and or plenum.

Paul Lamar

Joseph Berki wrote:

Are there provisions for injectors or fuel rail?  How much? I will be using
a 88 or 89 6 port NA.  Thanks.

Joe Berki
Limo EZ

None of that Joe. IMHO injectors are better off on the cold side
of the engine to reduce chances of in-flight fires and a slight
improvement in the BSFC. Nothing worse than a pin hole leak in
a high pressure EFI fuel line. The fine spray could be explosive.

BTW Speaking of BSFC some have said it has a large effect on fuel
burn. That is true but the power the engine is generating has
a much, much larger effect. Take this HP graph for an example.
It is for a Leman four rotor engine. The BSFC is .57 at 
6000 RPM and the power is about 480 HP. For a two rotor 
version it would be about 240 HP at 6000 RPM of course. 
At 5500 RPM the power is down to 335 HP but the BSFC is up
to about .58 or so. Fuel burn in GPH is the product of the
two. So 480 HP times .57 BSFC is 278 pounds per hour or 46 gallons 
per hour. .58 BSFC times 335 HP is 194 pounds per hour or
32 gallons per hour. BSFC has a minor effect.

The moral of this story is you can always improve your GPH 
greatly by slowing down only slightly as HP required is 
proportional to the square or even the cube of air speed. 

When one reads some articulate and plausible criticism of a particular 
engineering feature sans numbers one must always run the numbers 
to do a sanity check.

This graph is for a four rotor Lemans engine tuned for 6000 to
9000 RPM. If you made the runners longer it would be tuned
for lower RPM's and the BSFC and HP would be better at the lower
RPMs but not by much. Also the engine can be leaned to 100 degrees south
of peak EGT without worrying about the exhaust valves as there
are none. Consequently the BSFC can be brought down
to about .47 as Tracy Crook has proved over and over again.
Also BTW the Lemans engine PP port timing is almost identical to
the six port timing. The difference is in port area
and runner length. I suspect the best combination
for power and economy in the future is going to be side exhaust
ports with a peripheral intake ports.

Paul Lamar
 
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