> > > Ben Baltrusaitis wrote:
> > >
> > > I'll be visiting a local shop in a couple of weeks that does a lot of
> specialty work on the rotary. They are well know in the rotary racing world
> and have experience building drag cars. Two options
> > > they offer are "coolant porting and oil passage porting".
> > > I haven't heard any mention of this on the list and was wondering if
> anyone has any experience in this area or would recommend either one or
> both. It makes sense to me to improve the flow,
> > > especially the oil, but I don't want to risk any thin walls in critical
> areas.
> > > What do all of you think and what should I be asking about these
> modifications?
> > >
> > > Thanks!
> > > Ben
> > Rumor has it the oil temp can be reduced 10 to 20 degrees by changing
> where the oil
> > comes out out of the block.
> >
> > Paul Lamar
"Brian D. Cain" wrote:
>
> Hi Ben,
>
> The cooling passage porting is basically the roughing up of some of the
> water jackets around the spark plugs' area on each rotor housing. Paul can
> tell you more about this and whether or not it's actually worth it.
>
> The oil porting thing -> the only thing I can think of is some work done to
> the oil galleys in the front iron housing to reduce pressure drop points.
> There is no chamfering or edging work done on the oil galleys once they're
> machined. The oil, from the point of the strainer to the first oil cooler
> line, has to make about 5 or so sharp, right-angle turns. Work can be done
> to reduce those pressure drop points there. Another thing that can be done
> is enlargening and smoothing/scuffing/polishing of the pickup galley where
> the oil strainer bolts on. That seems to have a positive effect by reducing
> the workload of the oil pump and making it more efficient.
>
> Depending on how radical you want to go, there's a number of things that can
> be done.
>
> B
> ___________________________________________________________________________
> Brian D. Cain -/- Dallas/Ft. Worth, TX -/- bdc196@comcast.net -/-
> bdc@bdcmotorsports.com
> BDC Motorsports | Performance Rotary Engines, Haltech EFI Tuning &
> Installation, Specialized port work
> MSN bdc196@nospam.hotmail.com, Yahoo! bdc196, AOL Symajhi, ICQ# 1733105
> http://www.bdcmotorsports.com -/-
> http://groups.yahoo.com/group/HaltechSupport
In aircraft at less than 100 HP per rotor use the ribbing of the internal
water jacket has not been proven necessary. Perry Mick and Chuck Dunlap both
flew their engines for hours at 220 to 230 F with out apparent harm to the
rotor housings.
Racing Beat is fond of doing it for racing engines however.
Here is what it looks like. Racing Beat also adds an additional water
port for turbo engines generating over 300 HP per rotor. Second picture.
Paul Lamar
> Ben Baltrusaitis wrote:
Thanks Brian, Paul, and George!
I guess I should have told you what I am doing with the engine.
I was originally going to turbocharge a 20B, but have decided it would be simpler and more reliable with p-port and the slide throttles.
The engine is going in an aerobatic biplane with the goal of 350hp. I'm already 51 years old so I only plan to build one engine. I would like to do it right from the start. As an ex-racer, I have
learned to place value in having the best oil system available. Spending a few extra dollars to keep the oil flowing while inverted or under several g's, is money well spent.
Also, from what I have read about the rotary, improved cooling is also money well spent. I suspect there will be a lot of slow flight as I really like vertical maneuvers. This would probably call
for improved cooling even without considering horsepower.
Thanks again!
Ben
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