> http://www.autoweek.com/apps/pbcs.dll/article?AID=/20060316/FREE/
> 60313013/1041/THISWEEKSISSUE
>
>
>
> I ran across this article dated 3/13/06 while browsing the AutoWeek web
> site today.  Could be that direct injection is coming of age and we can
> finally get the needed parts that would work on the rotary.  They don’t
> give any technical information, so I guess we just stay tuned for
> further details.
>
>
> Mark Steitle
>
> Don't get your expectations set too high. Nobody has got direct
> injection
> to work very well on the rotary yet. If and when Mazda does it
> successfully
> I will become a bit more optimistic.
>
> Paul Lamar

They direct inject the hydrogen (Mazda), and also the four banger they
use in the Mazda 3, 6, & 5.  Do you realize that they have a detuned
version of the 2.3 Mazdaspeed turbo engine in the 3 now?  250 HP in a
little Mazda 3!

I think that they will direct inject the 16B.

Hans

We will see. Hydrogen is one thing gasoline another.
They had to direct inject hydrogen as that is the only way to
get enough in the rotary to generate any HP at all. As it is.. it is half
the HP of the gasoline version of the rotary.

Paul Lamar ...No rotor no motor.

The Mazdaspeed engine is featured in #82 issue of Contact

Joe berki
Limo EZ

Did they say somebody is actually considering that hand grenade engine for
use in an aircraft?  Thats going to give alternative engines a bad rep.

I give it a life expectancy of 300 hours +/- 50 in aircraft service. Of
course there is no warning when the fatigue cracks in the connecting rods
and crankshaft let go and it "Windows".

That is the trouble with Contact Magazine. The editors have no brains.

The best product liability legal defense for Mazda is to start producing and
selling an aircraft version of the rotary. That way they can say: (with a high
degree of credibility) "The use of ANY of the automotive versions of Mazda engines
or parts used in an aircraft are dangerous.." It would also be a powerful prestige
building marketing tool. They could charge more money for Mazda cars
with a higher profit margin.  Something both Honda and Toyota are toying with.

Paul Lamar ...No rotor no motor.


I borrowed a copy of the magazine from a friend and read the article.
No mention is made in the article of the light duty cycle of the
automotive engine. That would negate the rational behind the existence of
the magazine in the first place. Much is made about the remarkable torque
of the engine at 2000 RPM. Irrelevant in aircraft service where
the engine must run at 5000 to 6000 to make use of the claimed HP.

The author suggest the use of the engine with out a PSRU limiting the
HP to about 125 HP at 2500 RPM. The rods and pistons could still break
under the continous high compressive loads.

The weight of the engine was not given in the article.

Interesting concept however that direct injection increases the possible
compression ratio of a turbo charged engine by cooling the charge. I am
not sure that would apply to a rotary however as the rotary is naturally
stratified charge.

The stock turbo charger, as we have recently discovered, is unsuitable for air
craft service without modification. It will probably over speed and die
at altitude.

If nothing else it could be a good source for intercoolers.

Paul Lamar ...No rotor no motor.

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