In a message dated 6/4/2008 1:08:12 P.M. Eastern Daylight Time, keltro@att.net writes:
Well, there are some situations where water temperature becomes a problem. In my case the biggest Griffin radiator available cured my problem. It no longer surprises me to see folks imagining this or that problem and coming up with a complex cure for a problem nobody else has ever encountered. This looks like one of those. The basis seems to be having to split the cooled water between the engines So some complexity was involved in any case.
In this case the idea seems sound, if very complex.
Shifting at 9,600 RPM we have been able to maintain 190 degrees on the water with no difficulty. Power loss will come form oil temps out of control. Anything over 160 on the oil and power starts down. The mixture runs right into that rotor and it is at about 350 degrees. So much mass is lost to expansion before the port closes.
Under 250 HP in a 2 rotor I cannot see any problems with the stock system. A 24 pound pressure cap on distilled water with one tspn of dish soap or water wetter, and 10% prestone. And get all of the air out of the system and put that pressure cap on a reserve bottle that is kept half full of coolant. So any pressure changes force air into the bottom of the bottle, but can recover only solid slugs of coolant.
If you keep the mixture in the 12s for take off and climb, and keep the EGTs in the low 1600s much heat can be avoided. It isn't best power, but it is sealing better and running cooler.
A 12A with a bridge port can do 173.3 HP at 6,500 RPM. 1515 and 1491 on the EGTs BSFC is the devils own .666. Oil PSI 99.9 pounds A/F 12.3
At 7,500 that engine had 218.2 HP 1517 and 1494 EGTs BSFC .673 Oil pressure 100.1 pounds. A/F 12.1.
Best power was 244.8 HP at 9,400 RPM.
So a 13B should do get close to the same HP and have no coolng problems. Not so much at 7,000 RPM.
A street port would help. A bridge port would help a lot. And the Pport would be ideal.
Lynn E. Hanover
Lynn,
I would like to hear your opinion of the modified 13B internal coolent system described
below with attached photo..........Do you think the benefit would be worth the effort for our
flying 13B engines if it was asked to produce high hp (225+) for extended lengths of time
such as very fast cruise or racing (or just bragging rights).........Such an engine would most
probably be operated at relatively high rpm (7000+) and be turbocharged.........Do you
think such a modification would help keep both rotor housing temperatures closer to the
same and improve cooling efficiency?...........
--
Kelly Troyer
"Dyke Delta"_13B ROTARY Engine
"RWS"_RD1C/EC2/EM2
"Mistral"_Backplate/Oil Manifold
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