On another topic it seems Freedom moters is finally going into production.
Their site is at http://www.freedom-motors.com/
They sent me some PDF files of their products if interested.
doug in Japan
How sure are you Doug? :) We have received many such announcements in the
last
few years. Notice the address is Davis California which is Moller's location
while being incorporated in Nevada.
The pictures look like a wood mockup to me. The HP curves are so fuzzy I
cannot
read them. Here is another graphics we have received sometime in the past.
The center e-shaft coupling could be problematic if it is real.
I would not send them any money. Ask them if you can have a tour of the
factory and I will find someone that lives near Davis to take some pictures.
I know just the guy :)
Paul Lamar
-"Bruce E. Calkins" wrote:
Dear Mr. Lamar:
You (or your representative) are more than welcome to visit our facilities
in Davis, CA.
Attached is a high-resolution shot of the Rotapower 1300cc dyno report
conducted by Rotamax of Brooklyn Park, MN. The contact there is Mr. Dave
Wiese (763) 566-2030. Freedom Motors has been working with Mr. Wiese to put
the engine into production. We are now in the final stages of the first
production-validation run of about 60 engines.
Could you explain in more detail your comment "The center e-shaft coupling
could be problematic if it is real"? Also, why is it peculiar to be a
company incorporated in Nevada with facilities in California? Nevada's
corporate tax structure is much more attractive than California's and to my
knowledge that was the only reason we incorporated in that state.
Again, we are NOT looking to sell this engine at this stage (i.e., without
field-tested and verified performance data) to anyone for an aircraft
application. In fact FM does not have a license to produce the engines for
these applications, and Moller International retains this right exclusively.
Douglas contacted me and inquired about the engine and its availability and
I responded accordingly.
Regards,
Bruce E. Calkins
General Manager
Freedom Motors
(530) 756-1230
www.freedom-motors.com
Thanks for the HP curve Bruce. That type of coupling has historically given
problems in crankshafts of all kinds of engines. I think Porsche recently
abandoned the trick as I recall. A bit of wear soon aggravates
the torsional stiffness problem. I believe several Wankel licensee had
similar problems. Mercedes also comes to mind. In due time I will look up
some references on this. I don't like having to be the messenger
as I would really like to see you succeed. The method
Mazda used on the three rotor is theoretically better as any small
motion is damped out by the long, large area taper. Even better is
to do away with the two rotor coupling and use the Curtiss Wright
method of supporting the center main bearing. A 3D of this method
is shown below. At this point in your production a minor change.
BTW I might point out you will have little control over what people
use your engines for. I guess you could always sue someone if you found
one of your engines in an airplane. I am not sure that would work as it
is hard to sue someone over the use of their private party. You could
always lease the engines :)
Two comments on the Sweep RPM test below. IMHO the reason the EGT is higher
than the Mazda is your use of charge cooling for the rotor. That adds
unnecessary heat to the intake charge and the EGT. The strange
torque curve is also related to this practice. It is rather hard to
tune the intake when using charge cooling but perhaps longer intake
runners might still help. An oil cooled rotor and side exhaust
ports would lower the EGT by about 500 degrees F. No small amount needless
to say. In the bargain you would probably pick up 50 HP with a much lower
BSFC. However this would be a major redesign.
When (after OSH) can I show up for a factory tour?
Paul Lamar
The Rotary Engine NewsLetter. Powered by Linux.
ACRE NL web site. http://home.earthlink.net/~rotaryeng/
Copyright 1998-2004 All world wide rights reserved.
