My vote is turbo compound for lower fuel burn.
Paul Lamar

Group, keep me honest here, but it is my understanding that one of the
reasons the rotary runs hot at the turbo junction or exhaust port is
that incomplete combustion has occurred in the ignition chamber.  If
this is the case, wouldn't a more complete burn reduce the heat at
that junction?
Regards, Gordon

My wish list is small.  First Turbo compound rotary engine.  Second,
a real functioning muffler, durable, noise reducing and providing
high HP output.
Marc Joseph

Lower fuel consumption through turbo compound and or other means is a
high priority.
Cheers, Brian

My vote is to eliminate fuels altogether:)
Doug in Japan

My input,
A low cost, light weight PSRU with plenty of HP headroom that can
 handle
a CS prop by design. The Mistral design looks great but I've been told
that they don't want to sell parts anymore. Tracy's is low cost but
lacks any provision for  Hyd CS. After taht I would be interested in
turbocompound.
Bill Jepson

My vote would be for a backplate (similar to Mistrals) because it
 solves
several major issues in one fell swoop.
David Leonard

What I want is a reliable, inexpensive conversion kit for the 13B to
a single-rotor, with adapter plates to mount it to the Notax 2-stroke
mount and Provision 8 gearboxes -- in other words, to yank the
2-stroke out from between the mount and PSRU.
Keith

As an LSA builder wishing to max out the performance envelop we need a
light rotary engine/PSRU combination with at least 140hp.
Regards,
Dan F

Part of my wish list would be replumb the coolant circuits so there are
2 independent systems. The passages would alternate between the 2
 systems
to minimize over heating during the limp back home on one.
-dave

 Verdict:

 5 votes for turbo-compound
 2 votes for lighter, 100-140 hp engine
 1-2 votes for a new constant-speed PSRU

 1 vote for a new dynafocal mount accessory plate
 1 vote for developing more complete combustion
 1 vote for a thoroughly engineered turbo installation
 1 vote for a really effective and reliable muffler
 1 vote for a redundant cooling system
 1 vote for p-porting

 0 votes for a perfected induction manifold
 0 votes for direct-injection stratification
 0 votes for 20B-MSP midblock and crank
 0 votes for 26B midblocks and crank
 0 votes for lighter engine blocks
 0 votes for an improved ECU unit
 0 votes for a high-energy ignition
 0 votes for an aerobatic dry sump
 0 votes for low-compression MSP turbo rotors
 0 votes for lighter rotors
 0 votes for a FWF package


Better late than never i suppose.

Here is my wishlist:

An aerobatic dry sump, P-ported, injected 20B, with an augmented cooling exhaust (by engine exhaust)
firewall backward kit (for a pusher) with a nice muffler.

On the muffler topic, my gut feeling is that a muffler will provide least resistance under the same
conditions as any aerodynamical process, ie during laminar flow. Problem is it will perhaps not muffle
very well in such case. However it should be possible to design one where the pressure waves are
divided and forced to travel different distances and hence emerging as a continous flow, making very
little noise. Or am I completely off the mark here?

Chris


That sounds like the muffler holy grail :)
I am not just being a smart ass but that is a very difficult thing
to achieve because noise is a wide range of frequencies.
It could be done electronically and is being done electronically
but it takes a LOT of power. As much POWER as there is in the exhaust
noise to begin with. It is called noise canceling.

Paul Lamar