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From: Lehanover@aol.com
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Date: Fri, 17 Sep 2004 21:28:54 EDT
Subject: Re: [FlyRotary] Re: Quiet
To: flyrotary@lancaironline.net
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In a message dated 9/17/2004 9:39:21 AM Central Daylight Time, 
randy.smith@intel.com writes:

<< Ferinstance...No one responded to my third point last week regarding how
 particular the 13B is regarding gasoline and its various grades and
 flavors.  Not a word regarding the SCORE technology allowing it to run
 Diesel/Jet/Kerosene.
 
 -Randy "silence fore and aft!  Bosun, take that man's name!" Smith
  >>


Sorry! I must have missed that. 

John Deer tried to get the Navy to use a very large two rotor (around 1000 
HP) rotary to replace the Colt (Fairbanks Morse) 38-D81/8 OP diesel in 
stationary power generation. The advantage was going to be that it would run on 
anything the ship had available. Bunker C, diesel, avgas, JP-4 whatever. The other 
advantage was (is) compared to the OP engine it was very compact. It had to be 
mounted on a little platform to get it in line with the alternator shaft. Made 
the generator room look empty. Plus it was not designed in the 20s. The Navy 
still cannot get over loosing their sails, and just refused to believe their 
own test data that proved that the rotary was better by a factor of ten on every 
test point. And much cheaper operating costs. So does the Navy now have 8 big 
rotaries on every aircraft carrier?

No. 

Even without the stratified charge feature, the rotary (NA) will run on the 
lowest octane rating fuel you may ever run across. The large combustion surface 
and the low temperature of the rotor housing tends to produce low flame front 
speeds. The same effect you would get from a very high octane motor fuel in a 
piston engine. 

 This makes detonation just about impossible. We used to race on 87 octane 
with extra Texaco 30 wt oil mixed into the fuel to further reduce the octane. 
Timing no more than 20 degrees BTDC.

This is also the only thing any Texaco oil is good for. Well, OK, starting 
brush fires too. So there you are, two things Texaco oil is good for.

Now we have real race engines and run 93 octane (no alcohol) with 1 oz of 
Redline 2 cycle in each gallon. Timing now is 27 degrees BTDC.

None of this applies to forced induction rotaries. Forced induction raises 
the compression ratio. That means faster flame front speeds. The higher the 
boost the higher the compression and the faster the flame front. Now the overly 
large combustion chamber is no longer an asset but a detriment. Fuel/air  near 
the rotor tips ignites from high pressure and radiant energy from the 
approaching flame front.

All detonation is charge temperature dependent. 

So you add an intercooler so some of the "heat of compression" from the turbo 
can be removed. Also too low a fuel octane may become a problem (flame front 
speed too high) and the ignition timing must be retarded. Also oil and water 
temperatures become critical.

I can go on for hours. How much can you stand?

Lynn E. Hanover