> How was the Airflow Performance FI fuel pump driven when installed on
> the rotary? I think it's gear driven on a LyCont..
>
> Side question: Did the the FI use one orifice (injector) per rotor
or two?
>
> Another side question: Where did the FI measure the equivalent of
deck
> pressure (manifold pressure) when mounted on the rotary? I was
thinking
> the engine it was installed on was P-Port with a slide throttle. Were
> there any particularly difficult challenges with metering accuracy
when
> at high power settings?
>
>
> Regards,
>
> Matt-
I think Steve BeckHam can answer those questions as the early Power
Sport engines
use Airflow Performance fuel injectors.
--
Paul Lamar ...No rotor no motor.
Thanks Paul.. I couldn't remember who said they had been using the
Airflow Performance.. Yes, Steve Beckham.
Matt-
Also many racing engines used mechanical fuel injection.
Here is a picture. Also a rather grainy picture of the PS engine.
BTW guys please look at all the Youtube videos and click on the fifth
star over where it says ratings. A good search phrase is RX7 Airplane.
That gets you to the right place. Than click on More From: UTUBPLEASE
That will show you all 18 rotaryeng.net videos.
We need to promote RX8 sales as Mazda needs to keep making rotary engines
until some other major manufacturer wises up and starts making turbo
compound rotaries for street cars. I suspect Mazda management lacks
a bit of vision on this subject or they would have done it years ago.
The piston engine guys are going to have a heck of a time with
turbo compound as half the heat and kinetic energy goes towards
destroying the exhaust valve. The exhaust valve was the Achilles heel
of the CW R3350TC. CW spent most of the development money dealing with
that problem.
Also keep an eye on Popular Science or Pop Mechanics.
Reputedly there will be an article by Don Sherman on the
turbo compound truck engines shortly. Send email to the mag
and tell them how much you enjoyed the turbo compound article
whether he does a good job or not :)
> Paul Lamar
paul,
my experience, and referral to Don Rivera's manual, indicate Airflow
Perf generally uses electric FI pumps on LyCont. I have both a cam
driven mech pump and an electric Boost Pump on my Lyc 0-360 w/ FM200.
Ck his website
steve wolpin
Thanks Steve.
Paul
Matt: Paul was correct.
On all the Powersport prototype rotary engines from 1990-1998, we used Don
Rivera's fuel controller/servo on all the later Superlight prototype
engines and the last version which was the Mazda conversion engine. You
asked about fuel pumps and other.
Hope the following notes help. Don's
AirFlow Performance unit is a refinement of the Bendix constant flow,
mechanical fuel injection system used on certified engines. Don worked for
Bendix and all those experiences served him well. Don's units work with
either engine driven pumps (ie. standard Lycoming practice) or dual electric
pumps, which is what we used on the rotary engines. The signal for Don's
Airflow Performance units use a highly effective venturi. This venturi
creates the signal for the fuel controller/servo....the more airflow, the
more pressure differential and that alters the mixture accordingly.
His
unit also provides manual mixture control to refine the mixture based on
altitude,EGTs, etc. On Don's standard Lycoming units, his castings
include everything in one nice casting. For our rotary engines, we sought to
package the system as tightly and simply as possible so Don provided us a
"detached" controller/servo and we made our own venturi. This allowed us to
mount the servo right next to the housings and in line with the throttle
arms coming out of the rotor housings.
Our engines had the throttle plates
located in the rotor housing peripheral ports. So we used an interconnect
between the two throttle plates and another heim jointed arm connected
directly to the servo controller. Detaching the fuel controller/servo
allowed us to put the venturi in the inlet of the plenum chamber. We also
use AirFlow Performance dual electric pump package and all other necessary
goodies such as relief valves, etc. It is all good stuff.
We had used many of Don's Airflow Performance units on Lycoming engines we
built for customers during those years and Don's equipment performed
flawlessly. And they worked without a hitch on all our rotaries as well.
When we were using direct injection with injectors screwed directly in the
trochoids, we used vented nozzles.
When injectors were used in the ram
tubes we used unvented nozzles. I have detailed photographs of these
installations in the RV-3 and RV-4 if it would be helpful for you to better
understand how this all went together. When it comes to mechanical fuel
injection systems, Don and his people are great resources and a delight to
work with.
Steve Beckham
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