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 piece
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 Neil.
Paul Lamar
Hi Paul,
Do you think it might be feasible to band saw off a slice of the
cast iron end plate, say1/2" thick, and then surface grind the back so
that it finishes up about 3/16" thick ? You could use that as the
sandwich plate, it would already be the right dimensions.
Chris Hoskins New Zealand
Great idea Chris. I think it would work great..
I am still working on the end housing so they are not cast in concrete
yet :)
Hear are a few pictures of Chris's rotary project. Chris is a very
creative guy with lots
of good ideas. Take a look at his power steering nose gear.
Paul Lamar ...... Putting Experimental back in EAA :-)
I believe that Chris Hoskins idea was implemented by Richard Sohnn on
his Pragma. (Apologies Richard if I didn't get your last name correct.
http://www.fairpoint.net/~res12/html/one_rotor_wankel.html
Harold Lunt
Richard did it differently. First he made patterns for sand castings.
That is something we are trying to avoid.
Then the iron casting is inserted into the aluminium end house casting.
We are looking to cut the cost of all that.
Paul Lamar
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