Paul,   We have been here many times before and there are many trade
offs with fitting a turbo to the rotary.    Pluses are in the power
obtained and noise reduction.  A P port will cost at least $1000 plus
fittings so that cost can go towards the turbo, Then is the weight
penalty etc.

To date with your experience in the TTC, just how viable and trouble
free is the turbo option?

Neil.


Don't forget we have 650 HP. No alternator or voltage regulator and a battery too
small to start it. We also have the expensive ($200 each silicon nitride apex seals. 6 needed.)

However it starts up every time just like my RX8.

No problems of any kind. The water is always less than 150 F no matter how long we taxi
around and wait to take off at a tower airport. and the oil creeps up
to 170 F but that is with 3 gallons of oil and no oil cooler in about 20 minutes of flight

Last time we flew it a couple of days ago we got to 8000 RPM at 70% throttle and
the waste gate wide open at 5500 feet alt. The manifold pressure got up to 60 inches of Hg.

We have had it up to 7000 RPM and 85 inches of Hg with the manual waste gate closed.

How much HP do you want?

What ever HP you want is no problem. The rotary will handle it.

It is because of the Robust Heart of the Rotary.

There is at least one guy in Melbourne making aluminum end housing and then
the weight is less than 200 pounds with the turbo. There is not another aircraft engine
in the world other than a turbo jet that has a better power to weight ratio.
You still need the gear box. I don't know what your gear box weighs.

It will cost about 1/10th the cost of an equivalent turboprop engine like the PT6
and burn less fuel per HP generated.

Paul Lamar

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