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Dave,
There is no hit on that website for injectors. They have a link, but it and
several others don't work. It is not clear that they still sell injectors.
I wonder in what way the injectors don't fit the intake??
Bill B
-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On
Behalf Of Dave
Sent: Wednesday, June 10, 2009 9:21 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Injectors quandary.
http://www.wwrturbo.com/ 50 lbs/hr 520 cc low impedance.
A few comments from the peanut gallery..
Hi Gang,.. I'm Dave.. Chris's former build partner.. some of you may
remember me.. I simply did not have the finances to continue participating
in Chris's build so I simply walked away after explaining my reasons to
Chris. He's still gracious enough to let me have hangar access to his
project, and I am still gracious enough to leave some of my heavy tools out
there (granted, not as many of my tools there now as originally, but
anything I have is available with a call) I'm still here on the list and I
still follow most of what comes across it. And I still believe in rotary
power, and want to build my own plane someday when times are better for me.
I still have every email receipt regarding every purchase I ever made for
the project, including the injectors. (and Mistral Intake, several radios,
most of the original avionics, etc)..and have them to refer to for any
questions about where they came from..
I bought the "mis-matched" injectors at a time where I intended to integrate
a STOCK mazda 13B throttle into a custom intake of our own building. Mazda's
operating theory was about having small injectors on the "primaries" that
could be finely controlled for idle and low power, and larger injectors for
the large bore secondary intake runners that could support high power. Given
that we wanted to turbocharge the engine and develop well over 200 hp at
altitudes over 10,000 feet, I did the math and bought injectors that would
support that power level, without exceeding an 80% duty cycle, which was
recommended by most everybody and everything I came across. So.. while to
the casual observer this may appear mismatched.. I consider this a design
/equip- to - mission item.
While Chris was sanding and floxing and sanding... I was reading every
single thing I could find on Turbos, Rotaries, Avionics, Injectors, Fuel
Systems, Compressor Maps and everything else systems related I could come
across. Every single thing I advocated for, bought, or attempted had a
reason behind it, whether it was research based or experience of others
(Cough - John Slade/Tracy Crook - Cough) based..
Since that injector purchase we chose to solve our intake problem by writing
a check.. or in this case an international Money Order to Mistral in
Switzerland. The intake arrived within a month, ground freight. The
difference is a single, common large bore throttle body feeding 4 runners.
Under the RWS Engine Controller, only 2 runners get fuel when staged, while
the other 2 are only given fuel at higher throttle settings. But air flows
through all 4 runners equally (actually more so through secondaries since
those engine ports are larger, despite common bores on the intake). Maybe
getting two smaller injectors for the secondaries will solve some of the
issues Chris is seeing right now, but I am certain it will be at the expense
of some top end performance..
admittedly it is performance we likely would not have used without being on
continuous oxygen at altitude, but it will be a trade-off. At high end power
settings under turbo at altitude there may be a problem. Since its going to
fly Normally aspirated at first (at least that was the original plan) this
may never manifest itself in that configuration.
The 520 cc injectors I bought came from Ebay, but were new. The receipt says
they came from http://www.wwrturbo.com/ and were 50 lbs/hr 520 cc low
impedance type. Its an active page. So in theory Chris should be able to buy
matching 520 cc low imp injectors from that source. Had he called me or
emailed me I would have gladly given this information to him, but honestly I
don't get much communication anymore, and for the most part only know how
his project is going from reading his postings here.
Glad to hear his radiator mounting scheme is working for him.. and hope he
gets to fly it soon.
Dave
Christopher Barber wrote:
> My former build helper originally found the injectors I have been
> using. The are seriously mismatched at about 550 cfm and 1600 cfm. I
> know the EC2 can compensate (perhaps with some difficulty due to the
> extreme difference), but I am wanting to replace them all with about
> 550ish injectors. Perhaps it will help some of my leaning issues,
> perhaps not..
--
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