Paul this is probably the 6th time you have sent me this report over the
   last 1 1/2  years.  What gives?  Do you expect me to actually read this
   stuff?:)  Actually there is a lot of good info. there and when
   balanced by
   the other earlier report it has even more meaning.

   Attached is my 'condensed' turbo compounding report.  Please edit it for
   technical correctness and grammar.


   Guess what I figured out?


      If there was a clamping force applied to three areas of the
   ROTREX annulus
   ring where the rollers are not positioned,  the internal roller set
   should
   slid right on out.  I bet that is how they do it.  Special tool my
   butt.. It
   is called a lathe chuck:)

   Doug



   Thanks for the turbo compound report. I'll load it into Open Office,
   export it as html and up load it to the ACRE web site for all to
   read.

   Sorry about sending the NACA TC report too many times. I thought it
   very concise and to the point.

   Hey great discovery, idea or whatever on getting the traction drive
   ring off.
   I am going to use that idea to assemble mine. That is another break
   through.
   This is really coming together.

   I discovered a new NASA tech paper server I did not know about before.
   I spent the day downloading and reading a dozen or more NASA  5 meg
   average
   papers on the rotary. I found one that is supposed to be a computer
   simulation
   of a rotary turbo compound. So far I think it is garbage in garbage out.
   The mere fact that the rotary shows consistently higher volumetric
   efficiencies
   than any piston engine should make it far better at turbo compounding.
   Particularly the p-port version. A configuration none of the NASA
   contractors
   have built so far. I don't think the programmer took that into
   consideration.

   Back pressure on the exhaust should not affect the TC rotary any
   more than
   it would affect a TC piston engine. Valve overlap is valve overlap.
   More back pressure on a turbo charger more boost pressure. 800 HP out
   of a 160 cubic inch engine proves that. Beside that it was a simulation
   of a moving target. The simulation was done in 1991 and here it is
   15 years
   later and the rotary is vastly improved. You want no valve overlap you
   got it in the RX8 engine.

   Also altitude has a strong positive effect on the turbo compound
   engine as back pressure on the turbine is going down. Another thing that
   acts like a catalyst is a ram air scoop for the air going into the turbo
   charger. I think Dave Leonard mentioned that.

   One other thing that some of these papers mentioned was the BSFC
   gets better
   on the rotary with a turbo charger. Makes sense as there is more
   heat and HP in
   the same size combustion chamber so the percentage of heat lost to
   the coolant
   becomes less. Kind of like a reverse scale effect.

   There was one 25 meg paper by RPI where they were discovering
   problems Mazda
   knew about years earlier and had already solved. The thing that brought
   RPI to their knees was trouble with the phasing gears. Mazda solved
   that
   problem by the simple expedient of going to 12 roll pins from 9.
   Talk about reinventing the wheel. These dorks should start by reading
   what Mazda has done. As I said on here over and over again anybody
   building
   a rotary and not copying Mazda exactly are in for some nasty surprises.

   Paul Lamar ...No rotor no motor.


I don't see why the focus on valve overlap..  The reason valve overlap
doesn't hurt you is that at high RPM, dynamic effects dominate, and with
proper manifolding, there isn't any intake charge loss, but there IS
improved volumetric efficiency by having the ports opened longer.  So
what if you strap a turbo on, the dynamic effects still exist; the
overall system pressure is just higher (which is better
thermodynamically).  Maybe I am missing something.


Regards,

Matt-

Absolutely true Matt. Well put. At high speeds a rotary comes very close
to the function  of a continuous combustion engine.
In a turbo jet engine there is complete over lap between intake
and exhaust. Further more a turbo charger can be converted
to a turbo jet by installing a burner between compressor and
exhaust turbine. 100% over lap.

Paul Lamar ...No rotor no motor.

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