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Date: Wed, 31 Mar 2010 22:12:37 -0400
Message-ID: <u2n1ab24f411003311912i560758dfh6f96126bc6d7887f@mail.gmail.com>
Subject: More tuning
From: Lynn Hanover <lehanover@gmail.com>
To: flyrotary@lancaironline.net
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 A coupleof sharp motor tuners and a day or so on a good repeatable dyno can
zero in on acceptable intake design that should set a good baseline for what
really works. You can sliderule / use fancy computer programs and other
methods of determining optimum designs but nothing trumps real time data in
a running engine. Just my .02 cents worth.

*Ben Haas*

Oh, to have my own dyno again.

The point was that there are many rotary engines to think about. Now days
you probably have a 13B side intake port, periphery exhaust, or the now
common Renesis with side intake and exhaust. And now converting both styles
to a home made periphery intake. Neither exsists in nature, so you may well
be on your own tuning wise.

Stick to the basics. Velocities reversions, harmonics DIE, radius, Mach
numbers.  As in radio wave reception, you are probably operating in the 1/4
wave regeion. Remember the thing you built in the attic to get killer
reception on the black and white TV? The lower channel numbers had such a
long wave length that it took a big attic to hang just a 1/4 wave length
antenna.  And the UHF antenna was just a loop with barely 12" of wire
involved.

Remember the Cross Ram Dodges, with 4 barrel carbs hanging outboard of the
rocker covers. 460 foot pounds of torque. The runners were at least 4 times
the length of the dual plane regular manifold.

So was the cross ram the full tuned length and the regular street manifold
runners were the 1/4 wave length? Or was the cross ram the half wave length?
Usually the best harmonic peaks will be divisable by 4.

So all of this harmonic, standing wave, pulse tuning stuff applies to one
dynamic situation based on that engine RPM. Change the RPM and everything
else changes too. There is nothing static about airplane engines. So the
best guess is to get it close to cruise RPM and then tune the daylights out
of it. The airplane is a kind of dyno. It provides a variable load. The
engine controller provides the tuning capability. Every flight can be used
to recover usefull data.

Use the SAE tables to return all data to the SAE standard day at sea level.
Make only one change per test. Record everything. Keep the records.

Or, just copy the Mistral intake.

Lynn E. Hanover

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<div>=A0A coupleof sharp motor tuners and a day or so on a good repeatable =
dyno can zero in on acceptable intake design that should set a good baselin=
e for what really works. You can sliderule / use fancy computer programs an=
d other methods of determining optimum designs but nothing trumps real time=
 data in a running engine. Just my .02 cents worth.<br>
=A0<br><strong>Ben Haas</strong><br></div>
<div>=A0</div>
<div>Oh, to have my own dyno again.</div>
<div>=A0</div>
<div>The point was that there are many rotary engines to think about. Now d=
ays you probably have a 13B side intake port, periphery exhaust, or the now=
 common Renesis with side intake and exhaust. And now converting both style=
s to a home made periphery intake. Neither exsists in nature, so you may we=
ll be on your own tuning wise. </div>

<div>=A0</div>
<div>Stick to the basics. Velocities reversions, harmonics DIE, radius, Mac=
h numbers.=A0 As in radio wave reception, you are probably operating in the=
 1/4 wave regeion. Remember the thing you built in the attic to get killer =
reception on the black and white TV? The lower channel numbers had such a l=
ong wave length that it took a big attic to hang just a 1/4 wave length ant=
enna. =A0And the UHF antenna was just a loop with barely 12&quot; of wire i=
nvolved. </div>

<div>=A0</div>
<div>Remember the Cross Ram Dodges, with 4 barrel carbs hanging outboard of=
 the rocker covers. 460 foot pounds of torque. The runners were at least 4 =
times the length of the dual plane regular manifold. </div>
<div>=A0</div>
<div>So was the cross ram the full tuned length and the regular street mani=
fold runners were the 1/4 wave length? Or was the cross ram the half wave l=
ength? Usually the best harmonic peaks will be divisable by 4. </div>
<div>=A0</div>
<div>So all of this harmonic, standing wave, pulse tuning stuff applies to =
one dynamic situation based on that engine RPM. Change the RPM and everythi=
ng else changes too. There is nothing static about airplane engines. So the=
 best guess is to get it close to cruise RPM and then tune the daylights ou=
t of it. The airplane is a kind of dyno. It provides a variable load. The e=
ngine controller provides the tuning capability. Every flight can be used t=
o recover usefull data. </div>

<div>=A0</div>
<div>Use the SAE tables to return all data to the SAE standard day at sea l=
evel. Make only one change per test. Record everything. Keep the records. <=
/div>
<div>=A0</div>
<div>Or, just copy the Mistral intake.</div>
<div>=A0</div>
<div>Lynn E. Hanover</div>

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