Paul


Picked up the engine today..dusted it off and it still looks good. It's
been about 15 years since being turned over, still has compression...

there is some damage on one intake runner that got banged in and the
fuel injector lines in various places are dinged....


Ross reduction unit has 4 planets and a bunch of end play......Was this
designed for CS prop??? the engine is setup for it.......


Not sure what to do with it but I think its time to disassemble,
inspect, rebuild for display only.....pull what ever info or ideas that
are worthwhile...


jeff

Sure is beautiful. It needs an airplane :)

Not a CS prop PSRU. Probably a 2.17:1. I think it can be converted
to a six pinion 2.85 to get the prop to rotate in the right direction
and allow the engine to rev up and gain a little HP. It probably
also needs a thrust bearing added for the sun gear.

Paul Lamar

Jeff,

Curious as to how you ended up with this engine in the first place? I
knew
the original owner for a lot of years and first approached him about
putting
the engine on my RV-4 about 10 years ago. At the time he was looking to
market the engine and I thought it might help to get it on an
airframe and
get some visibility. He declined. Last time I saw him about a year
ago he
asked me if I was still interested but by then my engine was
installed and
running so I said no. I think he regretted turning me down. I recently
heard
he'd died and I wondered what happened to it. You've got a real nice
piece
of work there. Hope its going on an airplane and finally going to fly
soon.
I would recommend dumping the Ross drive though - Maurice had
problems with
it and was going to switch to an RWS drive.

Mike Wills

I like it because it is better designed and therefor 10 pounds
lighter than
Tracy's.
Two inch hollow prop shaft (stiffer, stronger) and better housing
casting.

Paul Lamar

Jeff, It sure would be nice i you could post a pictue of the
disassembled
front drive
pieces while you have it apart.Now that engine mounting and intake
systems
are well
sorted out the accessory end might need an aircraft inspired upgrade.
Things
like a dry
sump oil pump drive for aerobatic use and a constant speed prop
governor and
pump.
Mounting the waterpump on the lower cool side nearer to the radiator
might
also be a
consideration.

Paul,

I had been thinking about some plan to boost the horsepower
through
some type of
exhaust header using piston engine theory. I have come to the conclusion
that this is impossible
because the exhaust and intake chambers of a rotary are sealed off
from one
another which prevents
the exhaust from influencing the intake pressure. Some gain from organ
pipe
tuning may be of
benefit to exhaust scavanging however minimal reduction in pumping
losses on
the exhaust side
due to the short stroke and 3 to 1 ratio of the E-shaft to rotor reducing
the torqe required for pumping.
I still like the idea of the 90 degree inversion cones to reduce sound
levels These could probable be
welded in to the external case of the muffler with cooling air
exposure on
the outside.

 This reply is done from the G-mail off the google page
rather than
the igoogle gadget page
I have been using. If it is tripple spaced again could you let me know?
Most of the parts for the
3.4 Ghz computer have arrived. I upped the ram to 8 Gb and 1 Gb on the
video
card. As far
as I can tell I have to use windows seven to access more than 4 Gb of
ram so
I added that to my
april budget.

george grimes

When it comes to the 13B or p-port engines I think you are wrong about:

"I have come to the conclusion that this is impossible
because the exhaust and intake chambers of a rotary are sealed off
from one
another which prevents the exhaust from influencing the intake pressure."

In a double p-port engine (exhaust and intake) there is a strong
influence due to the rotor depression.

That editor or email program worked OK.

Paul Lamar


Jeff wrote:

Paul


I will keep photo track of the disassembly and send to you these
pictures along the way if that is your thought...

It already has dry sump and inverted flight capability............


Goerge

I had the idea of using a RX8 end housings with a Rx7 exhaust P-port
rotor housings.......the exhaust outlet would be large and broken-up
that may aid in noise suppression..Large bell mouth to cover all ports
at once funneled down to the exhaust pipe...


Some of the heat scrubbed off to the end housing carried off through
water jacket, possible lower exhaust temp slightly. Exhaust gases
moving out in multiple directions and velocities could suppress some of
the noise signature when converging back in the exhaust
bell mouth cone......

I am sure someone came up with this long ago and I am to new to know
better,,but what could be the down side???...

jeff


Jeff, Afer listenening to the available points of view I have retained
the RX8 side housing exhaust ports in the new side housing designs. There is
a 90 degree wall the exhaust glances off of which may reflect the noise
signature away from directly down the exhaust pipe for some noise abatement.
Also I want to isolate the exhaust heat from the side housings to reduce the
temperature diffweences across the housing from the hot side to the
adjacent intake area. I don.t get much intake cooling of the housings from
latent heat of evaporation because I have a fuel injection boss pointing
straight in the intake ports which should lower rotor surface temp but do
nothing for the side housing adjacent to the exhaust port. Also heat going
into the side housing could result in localized coolant boiling with the
more thermal conduction of aluminum compared to the stock iron parts. The
stock stainless exhaust inserts are well suited to reduce this heat
transfer.

The stock exhaust operates up to 9000 RPM and with my lower (6200)
RPM the size of the inserts should be adequate.
Future use of a turbo compound drive off the exhaust needs to conserve the
heat available in the exhaust and any that goes into the side housings
lowers the compound recovery while adding to cooling load. Mazda also used
exhaust port liners in some of their
P-port exhaust ports possibly for similar reasons. Retaining the stock RX8
exhaust also allows use of a muffler or exhaust header that is made to fit
the factory side port bolt pattern.

I first heard of the exhaust cone reflectors on this newsletter.
From the description my understanding is that the open end of the cone
points squarely toward the exhaust port and the exhaust spills out around
it with an outer exhaust pipe surrounding the cone. The sound would hit the
90 cone and reflect at 45 degrees to the opposite side of the cone, again
reflect at 45 degrees back up the exhaust port like a noise cancelling
headset. I figure holding a funnel on a stick in front of my neighbors 10 HP
Kohler log spliter might be an interesting experiment. Just holding up a
flat piece of plate makes a noticable change on the log splitter.

The solid drawings I sent you have an error on the aluminum plate
overall thickness, and I am changing the location of the drilled holes where
the oil is sucked out of the engine. There are a few other minor changes,
and the center housing now has 4 siamesed intake ports. I got the solids
done in Rhino version four before the computer crapped out except for the
"O" ring grooves. The bolt holes are now on a separate drawing for use with
a drilling CNC operation rather than interpolation on the milling program. I
kept the configurations available from one to six rotors and retained the
option of the dynafocal mount option although I personally like your
PSRU/motor mount plate. The plate is a beautiful piece, but my interest is
purely functional in that it takes the prop torque off the engine stack. The
next ones I send you will be in .3DM rhino format. I can try the parasolid
format that is listed among
the Rhino export options which might be compatable with solid works.

george grimes