Paul

I've just re read all of the turbo charging, super charging and turbo
compound notes for the last year. Whew lots of info..and ideas.  Some great
many not so great. Ah the art of editing:)

To down size the turbo as much as possible by raising its' efficiency is
time, money, and sense well spent.  Therefore.

A large as possible inlet rammed air scoop, and filter is a must. I've heard
Jim M. say his plane's rammed air scoop can add another 1-2 psi. to the
boost.   If my thinking is correct the compressor will increase the incoming
air pressure to 1.2 to 2 times for aircraft use.  Any pressure put on the
front end of the compressor therefore will be multiplied by this ratio. The
more rammed air the less the compressor has to work.

This also goes for an intercooler design and air plumbing as well.  The 13B
auto intercooler is wimpy and just sits there baking on a hot engine with no
real forced air going through it. It is totally inadequate for airplane use.
Sized up with air restriction lowered and a nice K&W plenum and the
temperature would drop, and air density raise even more huh?

Large plumbing sizes goes unsaid.

Next about the  P port engine, it seems the 'penny finally dropped' when I
realized that port overlap means a little  intake air is helping to push the
exhaust gases out.  This is a good thing. I've always looked at overlap as
such a bad thing. Sure a few percent of unburnt fuel goes out but this is a
challenge that needs to be addressed  in the compression chamber area with
another sparkplug, a different type of sparkplug, longer duration firing,
hotter firing, or even a little injected hydrogen into the mix.at through
the apex oiling hole. ..maybe:)  An after burner works but is does not
really scavenge the energy of that fuel.  Besides the guy that designed the
LeMans intake system and holds the world record for long distance gas
mileage told me that it is possible to get 0.46 lb./hp./hr. BSFC. at 6,000
rpm with the right tuning.  That's not so shabby.

Eventually with the new engine coming out, direct injection into a more
ideal chamber shape will advance the rotary to the next level of
development. Until then the P port still appears to be a old dog with a lot
of new tricks.

Doug in Japan

The P-port, despite the warts,  gets the same BSFC as a side port
engine. Probably what may be happening is the lower pumping
losses make up for a little more unburned Hc.

Paul Lamar

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