On 17/02/2011, at 1:32 PM, Bill Bradburry wrote:

Hi Dustin,
Dreaming is good. There are a lo= t more dreamers on this site than there are fliers! You are going to = fit in quite well.

The reason for all those valves and pl= umbing on the Renesis is that it is normally aspirated. They do= n=92t make a turbo for it. It has 10:1 compression so you need to take that into consideration when you boos= t it. You could blow it up. Also with the plane, unlike the car= , you basically have two speeds, take off and cruise. You don=92t nee= d to try and maximize the intake for all those different rpms because you will only be running at, mostly, two of them. The i= ntake that comes from the factory will not fit under the cowl on a plane.&n= bsp; This means you will have to build your own. If you start trying = to do all the plumbing and valve flipping that you are talking about, you will certainly need a bunch of friends with lot= s and lots of EEEEs behind their name.

You would be surprised at the journey = that this becomes. I started working on my plane in 2002 and it just = passed its Airworthiness Inspection. I still haven=92t flown it because there are still issue= s that need to be tweeked. Maybe next week!<= /p>

Good Luck!

Bill B N249B

From: Rotary motors in aircraft [mai= lto:flyrotary@lancaironline.net] On Behalf Of Dustin Lobner Sent: Wednesday, February 16= , 2011 10:39 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] - Day d= reaming...

Hi everyone,

I posted this today on the HomeBuiltAirplanes forum. Going to C/P it = here for comments/questions/flaming.

Background, I'm planning on building up a Renesis with a Turbonetics turbo,= putting it into a Mustang II. I'm planning on using MegaSquirt 3 (or= whatever is available when I get there) ECUs. These ECUs control thi= ngs like waste gate management, any servos you want, in addition to the the EFI and ignition.

So... <copy-paste from the forum>

The Renesis has 6 intake ports (I think a 4 port model was made for awhile,= but I'm going to buy a crate engine so that's out). I found a white paper = somewhere, written by the designers of the Renesis, talking about each port= . There's the primary, which is always open. Secondary comes on 3,500-4K RPMs-ish. Aux turns on at 7.5K RP= Ms. The ECU I'll be using has outputs for controlling things like butterfly= valves for different intake runners.

My understanding is that most people simply run on the pri/secondary only a= nd plug the aux, or run with them all going. Seeing as how I'll have an ECU= to do some work if I want, what do people think about valving either the a= ux or the secondary and aux? The ECU is flexible regarding mixtures and whatnot, so I'm thinking I could tu= ne the "cruise" setting for 6K RPMs, aux closed, and then tune th= e "max power" setting for 7k RPMs with the butterfly opening at 6= 800 or something. Wastegate (should I go with a turbo) can vary by RPM too, so I could have it set for "normalize" 6800= and below, and "boost the heck out of it" above that.

*Shrugs* I know, it's an airplane, KISS. I have a few years before I'll be = to the point of being able to wrench on the engine, so I'm dreaming about i= t now and hashing things out now so that when the engine gets here I can ju= st build. From discussions on the Mazda list, different length runners DO matter quite a bit, so it's not li= ke this is a completely worthless thought.

Thinking about it, valving the secondary seems a bit stupid, because if tha= t valve breaks you don't have a good portion of your power, whereas if you = lose the aux it's not the end of the world.

<end paste>

I guess what I'm going for is, I remember some conversation here about diff= erent length runners for different tuning. This could let you have th= e best of both worlds...thoughts? And mind you, I have a two engineer= aviation minded friends, one with a ME/EE double and one with an AeroE, so I'm not completely without help designing= this.

Dustin