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Message-ID: <2e24f88d0703242134g50a90dc1gb42da2b70117350e@mail.gmail.com>
Date: Sat, 24 Mar 2007 22:34:59 -0600
From: "Hans Conser" <hansconser@gmail.com>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Subject: Re: [FlyRotary] Re: Fuel grade for renessis
In-Reply-To: <list-1941356@logan.com>
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References: <list-1941356@logan.com>

I have a friend here in Montana who has a running prototype of a two
stroke version of original kkm layout of Wankel's.  It has to be
pressurized to run.

Hans

On 3/24/07, Kelly Troyer <keltro@att.net> wrote:
>
>
>
>  Thanks Lynn.....
> --
> Kelly Troyer
> "Dyke Delta"_13B ROTARY Engine
> "RWS"_RD1C/EC2/EM2
> "Mistral"_Backplate/Oil Manifold
>
>
>
>
>
> -------------- Original message from Lehanover@aol.com: --------------
>
>
>
> In a message dated 3/23/2007 11:29:36 P.M. Eastern Standard Time,
> keltro@att.net writes:
>
> Lynn,
>    As usual an education about the rotary......Please clarify for me the
> statement
> below.....I presume the "18" is timing degrees BTDC and the "5" is the
> degree
> split between leading and trailing plug firing ? Do you run a split on your
> race
> car ? I presume you know that Tracy's EC2 has essentially no
> split.......What
> is your take on the use of a split for our A/C use ?
>
>
>
>
> The split helps burning in slower leaner situations in street cars and on
> race cars that have to use stock or nearly stock induction systems. A few
> extra HP are available down low when this is done, and the idea of selling
> cars in the peoples republic of California is still appealing to Mazda so it
> is used to help with the unburned hydrocarbons problems the rotary still
> has.
>
> There is no detectable (on the dyno) value in split timing in steady state
> mid to high RPM use, so the added complexity is of no value. In the race car
> where space is not a factor, I use the stock electronic distributor and
> trigger both MSDs from the leading pickup coil.
>
> The distributor has no advance curve at all so the start, idle and race
> advance are always 24-27 degrees. Remember the 3 to 1 rule for rotaries and
> that starting timing would be like
> 8-9 degrees in a piston engine. So it is no longer an amazing number.
>
> This is not Wankel's engine. NSU discarded his design and had to induce a
> compressor company to give up its rights to a compressor design it owned so
> as to convert that design into the engine we gleefully punish today. NSU
> moved the stationary seals to the apex of the rotor as in Wankel's design.
> In fact NSU also tried to sell it as a compressor, but nobody bit on the
> idea.
>
>  Wankel was a sliding seal designer during WWII and his contribution was a
> collection and indexing of the many rotary engine and compressor designs up
> to that time. His design was one that had the crank case rotating at 2/3
> crank speed, and other impossible features such as the spark plugs inside
> the rotor. How handy would that be?
>
> Its only redeeming feature was that it performed (in theory) with pure
> rotary motion. It was not useful for anything and was never produced in any
> numbers at all. The NSU Prince was the first rotary powered car. The engine
> looking remarkably like the modern rotary. The design (originally a
> compressor) had already been discarded by Wankel.  So, a Moped
> (motorized bicycle) manufacturer NSU, brought you the rotary engine. Wankel
> thought NSU had ruined his idea.
>
>
> Lynn E. Hanover
>
>
>
>
>  ________________________________
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