Most of these airplanes have piston engines with 2 to 5 times the
 displacement of the Mazda 160 ci 13B Wankel yet Dave is competitive.

 With a p-port, more streamlined intake manifold, max 2 rotor turbo power
 will go up from about the current 250 HP to about 300 HP at the same
 45 inches of HG boost. Of course bost levels could go much higher
 as the Wankel block is very robust indeed.

 In car drag racing these turbo engine will develop well over 700 HP however
 that would take a change in gear ratio from the current 2.17:1 to
 more than 3:1 so the engine can rev to its 10,000 or 11,000 RPM red line
 without exceeding Mach 1 prop tip speed.

 I suspect many of these turbo piston engines racing at Reno are now using
 NOS so the sky is the limit there.

 Perhaps the next step is a cleaner airframe and a 3 or 4 rotor.

 The picture captions are largely self explanatory.
 The guy standing on the left in the fourth picture name is Red and he was
 Dr. Dave's teacher in anesthesiology as well as his pilot CFI instructor.
 He has a
 Phd in oceanography as well.

 As a result of the 229 MPH posted Dave has won the $1000 Everett Hatch
 memorial
 prise for exceeding 220 MPH using a Wankel rotary engine in an air race.
 A past winner was Tracy Crook at 210 MPH.

 That depletes the fund and raises the bar to 250 MPH assuming we get
 new donations. First we must beef up the RV tails to raise the VNE.

 Paul Lamar

Paul,   I was looking at the picture  "slick-0200-F1" which  has a scary
long prop extension. Just a thought, but is it possible having the  motor
mount bushings at the rear of the engine so far from the prop alows the
engine to cant around to counter gyroscopic loading.?

george grimes

I have no idea what happens. I do know the run out is critical.
Common practice in F1 to use long prop extensions.

Here is one made from large diameter carbon fiber built by Charley Airesman
on a Soob.

Paul Lamar