One can screw around with injectors and intake heat until one is blue in
the face but one is wasting ones time. Unburned fuel is a very small part of
the overall efficiency  loss of the engine less than 10%. The rotary combustion
chamber will never be as good as a cylinder let alone a sphere.

On the other hand if one focuses on the single largest potential part of
the lost heat equation, namely the 36% exhaust heat, the aircraft engine
world market will beat a path to ones door. The technology is 60 years old for
*&^% sakes. Sheesss! TURBO COMPOUND IS THE ANSWER!

The downfall of the old turbo compound engine was the exhaust valve.
Pray tell me; where is the exhaust valve in a rotary?
This means Lycoming and Continental cannot copy you as their
exhaust valves are now at the absolute limits of their durability.

For an aircraft engine forget the the variable ratio part of this
friction drive gear box. Just optimize it for cruise RPM since you have
a constant speed prop.

This is the umpteenth zillion time I have mentioned turbo compound on this
newsletter.

Paul Lamar

I have put considerable thought and no little amount of R&D on the TC gear box
problem. The friction drive and the gear drive have their pros and cons.
The limit with gears is the mesh line speed. The major problem with
friction drive is the thrust bearing requirements are severe.

A major insight has just occurred to me. The answer for the gear option is
to limit the turbo charger RPM to 65,000. How do we do that? Simple!
We use a small A/R turbine. In other words a large diameter turbine wheel. 
The A/R ratio is the area of the turbine nozzle divided by the radius 
of the turbine wheel. To get the HP out of a large turbine wheel we need 
a small area nozzle. Hence a small A/R. In other words we are going for 
the torque.

Any number of compressors will give us the required 25 pounds per hour 
of air at 65,000 RPM.

Paul Lamar
 
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