> 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 ...No rotor no motor.

Matt--the installation photos you sent with this note are of my RV-4 with
the first prototype Powersport Superlight peripheral port engine installed.
Our experiences with this fuel injection system taught us a lot and lead us
to later use the modified Airflow Performance fuel controller on subsequent
engines.  The engine in the photos is the version with a dry-sump oil system
made in the shop and also incorporated our our first aluminum end housings
and scratch-built accessory section.

We flew this to Oshkosh from Oregon.  I think the year was 1991. At this
point of development we had flight tested several type of carbs but they
were all rejected for the first fuel injection system built in our shop.  It
used mostly Hilborn race car stuff tailored to the rotary.  It was a
constant flow system and used servo housing parts we machined up from a
diesel engine piston.  We used two injectors per rotor housing; injecting
directly into the chamber.  We were trying to achieve several things with
this approach, including a degree of stratification.  The results showed
some advance in that direction.


Ray Richter flew Van's RV-4 along side me
on the trip back to Oregon from Oshkosh.  We stopped and refueled together.
The rotary used  less fuel on every flight leg we flew together.   Learned a
lot with it.  For fuel delivery, we subsequently redsigned the system and
switched to the Airflow Performance controller and fuel pumps and our
venturi.


Steve Beckham

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