sure, but it's more important that we keep making what we already
have. End of rant.
Bill Jepson

The goal of my intake has never been max hp.  I wanted to have a
simple, light weight, small foot printed intake. The p port was the
answer.   I knew that the Leman engine developed 120 per rotor at 6000
rpm.  Something less than that would be fine for me.

  I no longer want to speculate on how much hp my engine will develop.
We will know eventually.   Even if it only developed 180 hp, it would
be the lightest 180 hp engine available for aircraft use.  Not bad.
And if it develops 220 hp....if  you need it, fine.    The Tailwind
certainly can not use more that 200 hp.   For those who want to run
higher than 6000 rpm, hugh hp gains will be available from our little p
ported engine.

  I am not yet willing to give up on cool side fuel rail and injectors.
That is the holy grail of aircraft rotary intake design.       Jerry

If all you need is 200 HP and are using a 2.17:1 I don't know why you are
messing with P-ports.

Paul Lamar

Jerry, Paul and Bill.

I only need 125hp, strange how everything is only 100hp or 150+hp !
Anyhow that's why I opted for the 12A, that and the parts are cheaper.
The PP makes the inlet simpler and the technology can be transferred to the
13B for those with more HP needs.

The 2.85 PSRU makes the prop turn in the direction I want, which when added
to the PP, makes more hp than I will need - hopefully.

On the other hand if I can get 125hp out of a single rotor ( PP with 2.85)
such as Richard Sohn is working on - with Aluminium housings - so much the
better. I will work on that one for the local market as well.

Finally I think no matter what were doing it all seems to end-up in a place
where someone one will benefit, in one way or another. To my mind, if Jerry
wants to be a supplier he has to try it all.

George (down under)

Well heck George you don't need an intake manifold. Just bolt the carb to
the side of the block.

Paul Lamar
 
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