> Ramón Fonseca wrote:
        > >
        > > Paul,
        > >
        > > Ok. Then, for example, if I can get over 350hp in a turbo two rotors rx8 porting
        > >configuration engine with around 350 lbs of weight, and I am in a airplane that
        > >needs this power, like the Lancair, I can safely say that I have a reliable
        > >engine with better advantage in weight/fuel than an equivalent piston
        > >engine(1/1 hp/lbs) Right?
        >
        > Well if you plan to cruise at 75% of that level or about 260 HP it remains to
        > be seen what the TBO would be. We have no experience at that cruise HP
        > level. Most of our cruise HP experience has been at 150 HP or less with
        > an NA two rotor.
        >
        > On the aircraft engine side that would be say something like an IO-550
        > turbo and that (firewall forward) would weigh a lot more than 350 pounds.
        > Probably close to 500 pounds. In a case like that a turbo three rotor
        > would be comparable.
        >
        > > Thus, the rotary engine is viable in the two rotor configuration
        > >for needs of 350hp plus, to be of advantage of piston engines, if
        > > reliability is not a factor. Pls confirm this. Tks.
        >
        > Reliability and life are two different things. I can say a 2 rotor would be highly
        > reliable at 350 HP takeoff and 260 HP cruise. The big question in my mind is for
        > how long. We have no life data at that HP level. Much depends on the type of apex
        > seals. There is some data suggesting 20,000 hours at some lower RPM levels
        > using ceramic apex seals and in generator service.
        >
        > > Pls find a website of a company in New Zeland that is developing a two rotors Mazda
        > >engine  substituting the cast iron housings and end plates for aluminium versions
        > > with wear faces being plasma coated and surface ground, thus, lowering the total weight.
        > >
        > > http://www.aero-sport.com/
        > >
        > > Tks,
        > >
        > > Ramon
        >
        > I am not sold on plasma coatings. Wankel Gmbh has had some problems with that
        > in the past. I would be more impressed if it were detonation gun coatings.
        > Aluminum end housing have been available here in the states for several years
        > for about $1500 US each. We would like to see much lower prices.
        >
        > Paul Lamar

        Ramón Fonseca wrote:
        >
        > Paul, Tks. Very helpful. Ramon

Ramón Fonseca wrote:

Hi, Paul.

Good morning.

A few more questions:

1. Total additional weight of a three rotor vs a two rotor(350lbs) engine with everything.

Not sure but my guess is about 100 pounds or 450 pounds firewall forward.
Bare engine weight for the three rotor is 260 pounds as I recall.

2. HP output of a three rotor engine aspired and turbocharged.

NA is 250 to 300 HP. Turbo charged up to 1000 HP.

3. Availability of a three rotor in the market and current uses in aviation.

Good question and good luck finding one. Tom Parkes is the latest guy
to fly a three rotor. Many others on here are working hard on installing
three rotors.

4. Could and additional rotor be added to the new RX8 engine?

No. A three rotor RX8 style side exhaust port engine will require a 
special cast iron intermediate housing. To my knowledge Mazda
has not produced one yet.

5. If I need 300hp, would it be better to turbocharge the RX8 to raise it from 250hp normal aspirated as advertised by Mazda to 300hp, or to get a three rotor engine?

Tks again and Kind rgds,

Ramon

At this point in time it would be better to get a 3 rotor engine.

Paul Lamar
 
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