Another forgotten aircraft configuration that worked was the Vought V-173
Flying Pancake--otherwise known as Zimmer's Skimmer.  The thing flew very
well and the configuration would be very easy to do in composite.  They
never tried to lift off vertically but it could have if it had enough power.
As it was, it had pretty amazing short field performance.

The guys at Racing Beat say they're not going to build aluminum housings for
the Renesis engine.  What do the power curves for the 13B engine look like
and what does it weigh?  The Renesis engine, unblown, puts out as much
horsepower as the turbocharged 13B, but it runs at higher RPM than the 13B.
Apparently the Renesis engine has much better ports, what other improvements
are there?  I'm trying to figure out which engine would be better for a
helicopter.

Steve Brazil

The weight is about the same. Except for the RX8 water pump which
is a pound or two lighter. The big drawback to the RX8 is the side
exhaust ports so that is why R.B. does not want to build alloy end housings
for the RX8 motor. The alloy end housings might melt.

I am building a P-port intake RX8 engine as we speak for purposes
of finding out just how much the side exhaust ports hurt.
I would not mess with anything other than a p-port as it gives
more power at 7500 RPM than an RX8 engine does at 8500 RPM.
It will also give a lot more power at 8500 RPM than an RX8 engine.
In the 300 HP ball park. I just added a Mazda tech paper pdf to the
ACRE web site for free download on the p-port 4 rotor LeMans engine.

http://www.rotaryeng.net/

It had 172 HP per rotor at 9000 RPM NA. That is 345 HP of course
for a two rotor.

Larry is machining (soon :) a mechanical fuel injection which
I intend trying on the RX8 p-port dyno engine.

Since we have successfully welded in a stainless steel tube to the
steel liner on a 2nd gen engine intake side it might be possible to do the
same thing to an RX8 rotor housing on the exhaust port side converting
it to a p-port.

Paul Lamar ...No rotor no motor.

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