Tracy Crook suggests this in his web site.
In fact with a conventional reconfiguration of
the crank design from 2 rotor to one rotor there is little room to put in
a rotor filling nozzle/ hole in that exact position - I
may opt for a hole through the rotor inner housing, fed from the conventional
bearing oil feeder oil passage. Restricting the diameter of the oil passage is
the secret - to what size is yet to be determined in my application.
Hi
Lynn, with regards to your high-lighted comment about the check balls in the
crank – that is one item Bruce Turrentine suggested be removed in an overhaul
for aircraft applications, replacing the balls with a carburetor jet to allow
oil flow right away and continuously. So, I did install carburetor jets in my
e-shaft during rebuild. Any comments? Anybody else out there do the same
thing? Just curious as I’m fighting high oil
temps.
Jeff
Plus,
the rotary is cold blooded. The big bearings stress the oil film to no great
extent, and the major source of oil temperature is rotor cooling. At low
speeds and idle, the check balls in the crank don't even open to allow cooling
oil to spray into the engine. Those balls operate as a function of RPM not
temperature.
On the other
hand, you will get a water temperature increase within one minute of
startup. A water based coolant has very low viscosity and flow to a
distant heat exchanger will be immediate. Like the rear heater in my school
bus.
Lynn E.
Hanover