Hi Paul:   I may have written this before now.  In 1963 at McCulloch
motors Advanced Development Division(ADD), we were running a turbo
compound two-stroke cycle gasoline engine. It was a direct injected,
loop scavenged (no valves, only ports), five cylinder radial engine.

There was no master rod but instead five slipper rods always in
compression except during starting.  The rods and cylinders were
pressure lubricated in a dry sump crankcase. Scavenging was accomplished
with a simple re-entry compressor operating at crankshaft speed and
attached directly to the crankshaft and served as a flywheel.  The
re-entry compressor absorbed excess power from the turbocharger and
applied it to the crankshaft.

The SAE Transaction paper number is 660173, published in 1965.  I was an
engineering technician on this project but left McCulloch Dec 63 and
joined Honda Motor Co. Jan 64.  At a later date McCulloch ADD did
experimental work on a four cylinder diesel radial engine that
demonstrated remarkable performance.  This engine did away with some of
the unusual architecture of the gasoline radial engine.  The diesel
engine was in the PIMA air museum in Tucson AZ when I was there last.
The goal of each of these engines was to achieve sophisticated
performance with minimum complexity.  They were both laboratory engines
and did not see development for production.  ADD was strictly an engine
lab.

The re-entry pump (aka drag pump) was of low efficiency and did not
extract adequate power from the turbocharger.  However it was simple.
The rotary engine is even less complex.  The only negative I can see in
the rotary is the adverse surface to volume ration in the combustion
chamber.  Other than that I think it makes a great candidate for the
turbo- compound application.

I am not familiar with the "simple cycle" engine but is it a "simple"
engine?

Bob Y
Apple Valley, CA

Neither am I. Perhaps JD or Vance  can explain it to us.

Paul Lamar ...No rotor no motor.

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