Return-Path: Received: from imo-r05.mx.aol.com ([152.163.225.101] verified) by logan.com (CommuniGate Pro SMTP 4.1.8) with ESMTP id 2750993 for flyrotary@lancaironline.net; Wed, 19 Nov 2003 00:35:06 -0500 Received: from Lehanover@aol.com by imo-r05.mx.aol.com (mail_out_v36_r1.1.) id q.15d.27e6e170 (2519) for ; Wed, 19 Nov 2003 00:35:04 -0500 (EST) From: Lehanover@aol.com Message-ID: <15d.27e6e170.2cec5b08@aol.com> Date: Wed, 19 Nov 2003 00:35:04 EST Subject: Re: [FlyRotary] Re: Renisis To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_15d.27e6e170.2cec5b08_boundary" X-Mailer: 7.0 for Windows sub 10717 --part1_15d.27e6e170.2cec5b08_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 11/18/2003 8:35:39 PM Eastern Standard Time, eanderson@carolina.rr.com writes: > My personal opinion is that you can probably gain the same power out of a > 13B if you have the rotors lightened, heavy duty bearings/harden gears and the > entire rotating assembly dynamically balanced so you can wind to higher > RPMs. Would also need the right induction and exhaust system. I mean the racing > guys can get over 250 HP with the NA 13B, however, their reliability might > be less than you would entertain for an aircraft application. > > Lynn could probably address what you can get out of a 13B better than > anybody on the list > > Lynn?? > As of last September, The bridge ported 13B in GT-2 was 305 HP at 9,300 RPM with two 44MM chokes in a Webber 48 IDA, as in GT-2 cars. Darryl Drummond. Probably needed 325 to be competitive. For street ported 13Bs (bigger stock looking port). as in E production cars, 235 HP at 9000 RPM with 38MM chokes. Stan Lusarski or Darryl Drummond. The E engines use the stock 2 piece seals. No problems. Peak power available for about 2 hours. So a fresh engine per weekend. Or if you have no money, (like my operation) a fresh engine every summer. At 6,500 RPM with good oil temps and pressure, these engines will outlast the airplane. Lynn E. Hanover --part1_15d.27e6e170.2cec5b08_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable In a message dated 11/18/2003 8:35:39 PM Eastern Stand= ard Time, eanderson@carolina.rr.com writes:


My personal opinion is that you= can probably gain the same power out of a 13B if you have the rotors lighte= ned, heavy duty bearings/harden gears and the entire rotating assembly dynam= ically balanced so you can wind to higher RPMs.  Would also need the ri= ght induction and exhaust system.  I mean the racing guys can get over=20= 250 HP with the NA 13B, however, their reliability might be less than you wo= uld entertain for an aircraft application.

Lynn could probably address=20= what you can get out of a 13B better than anybody on the list

Lynn??


As of last September, The bridge ported 13B in GT-2 was 305 HP at 9,300 RPM=20= with two 44MM chokes in a Webber 48 IDA,  as in GT-2 cars. Darryl Drumm= ond. Probably needed 325 to be competitive. For street ported 13Bs (bigger s= tock looking port). as in E production cars, 235 HP at 9000 RPM with 38MM ch= okes.
Stan Lusarski or Darryl Drummond.

The E engines use the stock 2 piece seals. No problems. Peak power available= for about 2 hours.  So a fresh engine per weekend. Or if you have no m= oney, (like my operation) a fresh engine every summer.

At 6,500 RPM with good oil temps and pressure, these engines will outlast th= e airplane.

Lynn E. Hanover --part1_15d.27e6e170.2cec5b08_boundary--