Hi Michael,

There was no way I could squeeze in the intake manifold under the stock
cowl so I suggest a hood scoop. The Kis Cruiser has a very low cowl
top. The easiest thing is buy a low cost fiberglass car hood scoop and
attach
it with a piano hinges on one side so you can add oil or check the dip
stick. Both are accessible between the two center runners. That is the
blue cylinder sticking up. These hood scoops are available in a wide
variety
of styles. The water filler neck would also be accessible.

The intake tubes will stick out about one inch max.

Paul Lamar

Paul

I have several design concerns:

1. There is  a sharp ninety degree  elbow  before the intake manifold.
It looks like a silicon hose connection.  Please tell me it isn't:)
That elbow is going to create flow separation. Why not make FRP molded
pipes that hug the engine? Cowl height bulge would then be minimal.

2.  Injectors at the end of the manifolds. Seems old thinking.  This is
not a F1 race engine or one that depends on evaporative cooling.
Follow the development stage of the Mazda rotary engine and even
Mistral's recent work and you can see how the injectors have progress
inwards and are now mounted directly in the housing in the 16X. Of
course they would need to be enclosed in a box like Mistral used.

3.  Move the turbocharger  outwards using a manifold with enough room to
install a waste gate BEFORE the turbo.  This way if the turbo goes south
it can be isolated and kept cool enough.  This gives more space to
accomplish #1 and #2 with a more gradual transition.  Glad to see there
is plenty of room on the sides.

4.   Intercooler placement.  Not sure where the air exit is.  Looks like
its present location is determined by a desire to combine the
intercooler exit manifold and the engine inlet manifold into one.  Cute.
Nice if it works, but risky to bend a design around.  Creates an
unequal flow situation.  Mount it vertically and exhaust out the side.
through shark gills. I know you have the illustrations for this set-up
because you have suggested this to me:)  Put a cylindrical chamber (just
like Mazda does) on the beginning of the  four intake manifold pipes.
Properly position and profile the pipe inlets in the chamber to
eliminate inlet turbulence.  Put a hose  between the intercooler
singular exit and the cylinder entrance. Have the flow come in on a
tangent and the flow will spin.  Now, if you want to have a  rammed air
system to use, in case the turbo goes south, have a manual valve letting
air directly into the front end of this cylindrical inlet manifold.
This will need a  downstream swinging flapper valve  between the
intercooler  and the cylindrical manifold. It  will shut automatically
because of pressure differences.  In  N/A mode this idea by passes the
intercooler and all possible restrictions up stream. With a little
tweaking this could be automatic system.  For instance a  flapper on the
rammed air inlet as well would close when the turbo produces more
pressure then the ram inlet.

5. Attaching a motor mount to the oil pan.  This design concept has
bugged me for years now. The oil pan as designed for this engine, is a
singular loaded entity (in compression around its sealing surface) and
its purpose is to create a reservoir for the engine's life blood. It
could also add stiffness to the sandwich type of engine but I'm only
guessing on this point.  The pan's ribbed steel lip interfaces with the
flat engine bottom with a designed-in slight deformation when torque up
flat.  I assume the aluminum made pans have  the same sealing
characteristics and strength in the bolt perimeter flange.  Flat
continuous interface.  Why then subject the oil pan to flexing loads
simply because it is handy place to make a motor mount?    Why use three
points creating a torsional pivot point when a four point engine mount
is more stable? Wouldn't it be wise to design a steel bracket  to mount
to the lower part of the engine encompassing some of the steel studs
available for that purpose?  The easiest way to do this is to use an
early 13B front case and use the four  steel bolts are already available
for this purpose.

Doug in Japan

The stock turbo set up uses hoses all over the plumbing. No intake
manifold is perfect. One must fit things into a limited space and be easy
to maintain. Send me a complete 3D of your installation including the cowl
and I will supply you with a one page critique :)

That is a custom oil pan  designed for the motor mount. At 50 pounds
deflection is minimal. It has been flown successfully with no oil
leaks.

Moving the turbo is not an option. It defeats the purpose of using the
stock turbo, stock plumbing  and stock turbo manifold.

The injectors are away from the heat of the turbo and give the fuel more
time to evaporate. Consequently the BSFC is better. If you read the Le manns
paper that will be explained. The injectors are closer to the port strictly
to get instant throttle response for road racing.
http://www.rotaryeng.net/Mazda_R26B_US.pdf

Mistral was not perfect. If they were they might still be in business :)
IMHO they did a lot of inexplicable dumb things. I just found out the EU governments gives tax money to people in Europe that ostensibly are designing new products for sale. When the product is ready for production the tax money flow stops. That explains a lot of things you see coming out of Europe.

The three point mount was designed by the same guy that designed the Piper
Malibu and the Questair Venture. Jim Griswold! As such it was a major break through in light aircraft motor mounts. Anyone that has flown the QV aircraft
will tell you it is remarkably smooth.

Any mechanical engineer will tell you three points are sufficient and four points redundant. It sounds like you did not read http://www.rotaryeng.net/motor.html :)

An early front case will not work with a stock turbo drain back.

Why did you not bring up all these points  when you first joined the
newsletter? How long has it been? 10 years? :) This has been in the
making for 12 years and extensively discussed on the newsletter..

Paul Lamar