X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 2 [X] Return-Path: Received: from imo-m17.mx.aol.com ([64.12.138.207] verified) by logan.com (CommuniGate Pro SMTP 5.1.7) with ESMTP id 1920755 for flyrotary@lancaironline.net; Wed, 14 Mar 2007 12:07:44 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.138.207; envelope-from=WRJJRS@aol.com Received: from WRJJRS@aol.com by imo-m17.mx.aol.com (mail_out_v38_r7.6.) id q.bd1.fb0a3b5 (45777) for ; Wed, 14 Mar 2007 12:06:46 -0400 (EDT) Received: from webmail-md20 (webmail-md20.webmail.aol.com [64.12.170.138]) by ciaaol-r02.mx.aol.com (v114_r3.4) with ESMTP id MAILCIAAOLR025-b2d145f81d9623e; Wed, 14 Mar 2007 12:06:46 -0400 References: To: flyrotary@lancaironline.net Subject: Re: [FlyRotary] Re: Jet-A Date: Wed, 14 Mar 2007 12:06:46 -0400 In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: wrjjrs@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8C93469E6AC2692_1664_4017_webmail-md20.sysops.aol.com" X-Mailer: AOL WebMail 24126 Received: from 65.161.241.3 by webmail-md20.sysops.aol.com (64.12.170.138) with HTTP (WebMailUI); Wed, 14 Mar 2007 12:06:46 -0400 Message-Id: <8C93469E6AE88F1-1664-23C0@webmail-md20.sysops.aol.com> X-AOL-IP: 64.12.170.138 X-Spam-Flag: NO ----------MB_8C93469E6AC2692_1664_4017_webmail-md20.sysops.aol.com Content-Transfer-Encoding: 7bit Content-Type: text/plain; charset="us-ascii" There are many reasons, the ability to control lean-of-peak operations better is one reason. That is with gasoline operation. The ability to run Jet A with minor loss of power is another. The high pressure DI charge can be directed to take advantage of the rotaries ability to run lean, (stratified charge) reducing GPH. The last possible item is the ability to eventually run without a throttle valve to improve efficiency due to lower pumping losses. The Audi guys are saying that they expect as much as 18% improvement in mileage. They achieve that using some techniques we wouldn't such as turning OFF the fuel completely during deceleration cycles. Since we don't really "coast" anytime that isn't possible. Running LOP, operation with all kinds of fuels and minor power improvement with better atomization and less charge dilution are the biggest reasons. OH, yea, you can put fuel input on the side opposite the exhaust which simplifies the plumbing a minor amount. Bill Jepson -----Original Message----- From: Lehanover@aol.com To: flyrotary@lancaironline.net Sent: Wed, 14 Mar 2007 5:06 AM Subject: [FlyRotary] Re: Jet-A In a message dated 3/14/2007 12:09:11 A.M. Eastern Standard Time, WRJJRS@aol.com writes: Lynn, I believe the best place for direct injection would be in about the same place that Mazda ran the "far trailing" plug in the Le Mans engine. It is a possible place, some of the original NSU tests used the trailing plug hole and single ignition. I would prefer to stay with 2 plugs. Bill Jepson So this idea is to avoid detonation in the low octane fuel? Lynn E. Hanover AOL now offers free email to everyone. Find out more about what's free from AOL at AOL.com. ________________________________________________________________________ AOL now offers free email to everyone. Find out more about what's free from AOL at AOL.com. ----------MB_8C93469E6AC2692_1664_4017_webmail-md20.sysops.aol.com Content-Transfer-Encoding: 7bit Content-Type: text/html; charset="us-ascii"

There are many reasons, the ability to control lean-of-peak operations better is one reason. That is with gasoline operation. The ability to run Jet A with minor loss of power is another. The high pressure DI charge can be directed to take advantage of the rotaries ability to run lean, (stratified charge) reducing GPH. The last possible item is the ability to eventually run without a throttle valve to improve efficiency due to lower pumping losses. The Audi guys are saying that they expect as much as 18% improvement in mileage. They achieve that using some techniques we wouldn't such as turning OFF the fuel completely during deceleration cycles. Since we don't really "coast" anytime that isn't possible. Running LOP, operation with all kinds of fuels and minor power improvement with better atomization and less charge dilution are the biggest reasons. OH, yea, you can put fuel input on the side opposite the exhaust which simplifies the plumbing a minor amount.

Bill Jepson

-----Original Message-----
From: Lehanover@aol.com
To: flyrotary@lancaironline.net
Sent: Wed, 14 Mar 2007 5:06 AM
Subject: [FlyRotary] Re: Jet-A

In a message dated 3/14/2007 12:09:11 A.M. Eastern Standard Time, WRJJRS@aol.com writes:

Lynn,

I believe the best place for direct injection would be in about the same place that Mazda ran the "far trailing" plug in the Le Mans engine. It is a possible place, some of the original NSU tests used the trailing plug hole and single ignition. I would prefer to stay with 2 plugs.

Bill Jepson

So this idea is to avoid detonation in the low octane fuel?

Lynn E. Hanover

AOL now offers free email to everyone. Find out more about what's free from AOL at AOL.com.

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