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I plan to put one in a Midget Mustang.

Thanks,
Jeff

That is a real packaging challenge.
A 2 rotor with cooling system would be a lot to shoe horn everything in.

     A p-port one rotor might be a better idea.

Do you have a 3D dwg program?

Paul Lamar

Hi Paul,

I agree it would be tight. I like the HP/weight ratio of the rotary.
So far the project is still in the planning stages. I know very little
about the rotary engines. I think the firewall width is about the same
as a rotary. I plan to move the cooling aft of the firewall.

I will be researching rotary engines more. The p port engine uses a
different intake port?

No drawing program yet......

Jeff

A P51 type cooling system would help. You will need some structural
changes
to the aft fuselage. If you scan that part of the dwgs and email them
to me I will see what can be done.

The 56 inch prop diameter is unusual. That implies a higher prop RPM so
perhaps you could save the weight and expense of a gear box and run the
all aluminum P-port Mazda at 3500 RPM direct drive. The intake runners
would
have to be about 36 inches long to get the torque peak down to 3000 RPM
    but that could be done by wrapping them up and over the engine. An
aircraft
up draft carb would help or if you are bucks up a Motec EFI.

I always enjoy a design challenge so I will do a 3D for you. HP would
be about 200 X 3500 divided by 5252 or 133. Engine weight would be about
150 pounds less cooling system.

In the mean time read this article on the web site.
http://www.rotaryeng.net/fund-of-intake.html

Here are some picture of an RV4 to give you an idea of how
things ft in a narrow airplane.

Paul Lamar

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Here is another idea for a direct drive 2 rotor. Dual small turbo's
bolted directly to
the rotor housings. A throttle for each. Saves the weight and expense of
a muffler.
More compact than an up and over intake system. Good high altitude
performance.
Simple intake manifold. No p-port required but would help.

BTW I know where you can get a direct drive prop shaft If Perry Mick
still has it :)
He converted his ducted fan to a gear box.

You will have to beef up the front thrust bearing in the Mazda. No real
problem.

Using a larger spinner will get everything inside the cowl.

Really interesting project.

Paul Lamar

Hi Paul,

trust this mmail finds yo well and in good spirits

I have become very interested in the one rotor engine in the photographs

could you please give me some information regarding that or other single
rotor engine similar that is in the photograp

        which engine is being used
        what sort of turbo is used on the engine
        and how much hp does it make at wht rpm

Some very interesting things happening on this site

Kind regards
George Crooks

The guy you want to get in touch with is Richard Sohn.

He is our goto guru on one rotor engines.

Richard Sohn
N2071U

http://www.fairpoint.net/~res12/home.html

Paul Lamar

      Hi!: I was told about a free CAD software, available for download at

                  http://free-cad.sourceforge.net

    some comment about it that it's not easy to use, and the available
manuals and references
   for this are insufficient.

     By the way: in the attached series of photos by Jeff, there's a
chart indicating power with 'long',
    and 'short', but I don't know to what 'short' and 'long' refer to,
is it about intake pipe lenght?

I attach the image of the Reed-Valves that Yanmar Diesel put in their
small, charge cooled engines,
the big one at the entry of intake duct into the rear plate, and the
small controlling a secondary side
intake port that gave them good results, this two port arrangement was
used also by Sachs, but only
in the small displacement engine, not in the 294 cc per chamber, I'm not
aware of data about how the
twin port concept would do in the bigger Mazda engines. References for
this work are SAE papers
720466, and 710581, the Sachs engines are in paper 680572, the OMC in
730119, Suzuki in 770190,
and the Norton in 821068. 790621 summarizes the Curtiss-Wright RE
developments respect to its
General Aviation potential. Paper 790435 is about the Toyota research on
light-load performance of RCEs.

The low rpm performance is of less value in an aircraft use than in an
street car, cars is my field of interest.

I'm pending of installing and running the 1987 NA RX-7 13B series 4
engine that I had tuned by Kevin Landers
at www.rotaryresurrection.com , this included at my request the opening
of the leading plug hole towards
the trailing side of combustion chamber, in the way suggested by the
Kawasaki patent whose drawing I attached.

When I have an image of the results' I'll let you know, but this change
would be probably more noticeable
in engines having just one plug per chamber, and not so much in the
usual leading and trailing plugs Mazda uses,
you know that NSU Ro80 initially used a two plug arrangement, but in
the last series engines they put just
one plug per rotor.

Jose Gros-Aymerich

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