osokil wrote:

Greetings,

Re: 13B - conversion - Basics

An open question for the vast and informed rotary engine newsletter group.

Given an ambient pressure of 29.92 " Hg and 59° F at SL in a 13B (engine mechanically in stock
condition for all tolerances of rotors, shaft, seals and compression) standard 4 port, fuel
injected, no boost, Air Flow of 278 CFM at 6000 rpm with a BSFC of 0.5, A/F ratio of 14.7:1 (ideal
stoichiometric ratio), 100LL avgas , and assuming no impedance to intake and exhaust.

What would the exhaust temp and pulse pressure be at 6000 rpm?

Is there a calculation / graph for exhaust pulse pressure / RPM ratio?

Is the exhaust pulse a linear function of combustion efficiency (Heat output),
Mass-volume-Pressure of A/F Flow? ie., PV/T = P'V'/T'

What is the combustion efficiency? Assuming 100LL avgas, ideal non-stratified homogenious mixing
of air/fuel and the only limiting variable the shape of the air/fuel mixture and time for
combustion at 6000 rpm.

Is there information that gives the efficiency relative to rpm? Apart from any mechanical
consideration, at what peak rpm does the combustion efficiency begin to degrade? At what rpm do
missed ignitions begin?

What is the optimum fuel for use in the rotary in aviation application?

Can you refer me to an information reference that gives the consequences of sequence and cycle
phase timing of spark plug ignition, heat of spark and L T order (simultaneous, staggered,
simultaneous but T or L extended) as to efficiency of combustion and torque?

Also is there a reference showing the different plots for BHP : Torque for stock and modified
porting? Also the change in Volume Air Flow required with different ports?

The advantages and disadvantages of exhaust porting?

Thanks for the interest and time/information shared in answering these introductory questions.

Orest

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