It occurred to me that the RX8 rotor housings have
the O-ring slots. Therefore the end housing can be
real simple. The steel wear surface is just the cheese
in the simple sandwich. It can even be chrome plated just
like the rotor housing for a super low wear and a super smooth
surface. When over haul times comes (if ever) it can
be replaced or refinished. One of the cheap ways of making
these things is chemical etching. One large O-ring seals the
steel wear surface to the aluminium end housing.
Light weight end housing are essential for 120 HP one rotor
light sport engines.
An external AN hose oil gallery further simplifies the engine.
An oil scavenge pump replaces the stock oil pump and
scavenges the rotor cooling oil drain back, front and rear
main bearing drain back. An after market combined oil
pressure and scavenge pump is used. Here is one from
Barnes.
These are ideas Jim Mederer, owner of Racing Beat, used
on the time to climb engine.
The end housing themselves can be NC machined billet.
No need of castings.
--------------------------------------------
I think we can incorporate the water pump housing in the front end housing.
A while back we cast up some stand alone water pump housing for the
stock Mazda water pump cartridges. They worked great. We can use
the stock low cost cartridge here as well. All aluminium versions
are available for the second gen RX7 engines.
Here are some 3D's of what I have in mind and some old pictures.
A lot more work to do on the dwgs.
Paul Lamar
Paul, You are confirming that there are unlimited choices out there for
single to even 4 rotors. However for a single rotor could you even move
the
starter ring to the back of the engine for aircraft which gives a clear
front to direct couple a reduction box? The old mate in Sydney is
currently
assembling 3 engines with his rotor housing liner inserts to see how they
perform. All good on the engine side, but need a light weight reduction
box
as well. Neil.
I don't want to move the ring gear to the back of the
engine. The back end house is already quite complex with water
pump, oil pump and rotor drain backs.
All stock parts can be used with the ring gear on the front of the engine
along with the phasing gear. The alloy front housing is a peice
of cake. It is the end of the engine that is designed to extract the power.
The one rotor torque pulse is huge so there is not much to be gained by
saving weight on the gear box.
It might work with a smaller gear set but to start off we should
use something that is proven.
The coupling is all important and we are about
to test the silicon rubber coupling on the 650 HP TTC engine.
A one rotor would without exhaust valves and with just two moving
parts is going to beat any piston engine let alone a six cylinder piston
engines with six exhaust valves to burn.
We should get all the rotor heads in Oz together for a corporation
for the purpose of building a one rotor Light Sport engine
in Australia. Then issue stock to everyone that buys it.
I nominate you for CEO Neal.
Paul Lamar
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