This is the best explanation on this subject I have seen
so far.

http://www.epi-eng.com/piston_engine_technology/power_and_torque.htm

Everybody should read it.

Paul Lamar

Hi Paul.

Thanks for the cc on the email telling of the tragic accident that took
Bud and his daughter.  He was an innovative guy.

Also, thanks for the kind words about my company and website.

It is indeed unfortunate that Bud viewed my engineering analysis of
PSRU's as being directed at his products. In fact, those PSRU Technology
pages had been up for several years before Bud's products became widely
known, and the negatives contained therein were prompted by the products
of a few charlatans in the field that preceded Bud's work.  To the very
best of my knowledge, all the stuff I have written is based on sound
engineering analysis and document-able experience with the
implementations of those principles. I welcome anyone pointing our
engineering errors in what is posted.

And after having read his "interesting exchange" page, I would say that
in spite of the editorial bias contained on that page, nevertheless the
content reflects exactly what I was trying to communicate to the inquirer.

The essential content of that exchange, while admittedly becoming a bit
harsh as the exchange progressed and the inquirer refused to comprehend
what I was saying, has not been fundamentally different throughout
any number of similar inquiries.

The facts still remain that (a) we do NOT provide any canned engine
ume, Weight, Cooking, Area, Fuel Economy, Currency. conversions, (b)
the custom stuff we do is usually well beyond the budget of the
usual homebuilder, and (c) I am swamped with work.  (I am in the
prototyping phase of a clean-sheet-of-paper 10.6 L, 60° V-12 with
custom PSRU which will easily make in excess of 1200 reliable hp,
 and final phases of developing custom power plant components for a very
competitive Reno racer).

Again, my compliments on your continued work in the field and your
obviously huge vat of patience.

Regards,
Jack Kane
Three-Letter-Company, Inc.

Hopefully it is a clean sheet design as you probably know I am
not a fan of adopting automotive light duty piston engines to
aircraft use. It is a stroke of luck the low cost Mazda Wankel
rotary is so robust. The Mazda bean counters have not yet figured
out how to get the last nickel out of it :)

Some of our rotary fans approached the Reno organizers to see how
they would respond to a turbo 4 rotor in the Sportsman class. It was
not pretty :) They limited us to a 3 rotor turbo which is only 237
cubic inches. They expected us to compete in the under 720 cubic
inch class. Obviously the Wankel 4 rotor rotary reputation for
durability and power scared then half to death :)

I am preparing a modest air racer of my own but not
for such a highly specification regulated class as Reno.
I am a fan of the old "run what you brung" Can Am road racing
days so I will pick another venue.

Paul Lamar


Paul,

What is the power expectation in the under 720 class?

I would love to see a return to Group 7 sports cars. The only regulation I
would impose is - no power adders. NA engines only. I used to work Corner One
at the Edmonton International Speedway. Cars coming at you at 200+MPH was a
real rush. And the sound of almost 500CID V8's at full song; Could almost
replace women.

Dale Davies

I don't really know but  I think the six cylinder Lyc's and Continentals
are pushing 700 HP or more. I think there is also a 8 cyl 720 cubic inch
Lyc running.


Paul Lamar