X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [66.219.56.245] (HELO mail.qnsi.net) by logan.com (CommuniGate Pro SMTP 5.4.0) with ESMTP id 5066402 for flyrotary@lancaironline.net; Thu, 28 Jul 2011 09:07:15 -0400 Received-SPF: none receiver=logan.com; client-ip=66.219.56.245; envelope-from=bhughes@qnsi.net Content-class: urn:content-classes:message Return-Receipt-To: "Bobby J. Hughes" MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----_=_NextPart_001_01CC4D2F.AECDF87C" Subject: RE: [FlyRotary] Re: Injector mounting in top of block? Disposition-Notification-To: "Bobby J. Hughes" Date: Thu, 28 Jul 2011 08:07:27 -0600 X-MimeOLE: Produced By Microsoft Exchange V6.5 Message-ID: <74120FDE88CAFE4DBDA8814BCE20A3F331DF81@qnsi-mail.qnsi.net> X-MS-Has-Attach: X-MS-TNEF-Correlator: Thread-Topic: [FlyRotary] Re: Injector mounting in top of block? Thread-Index: AcxNJfpfmNFraF3GSpGOmKBZngWsZAACWE8g References: From: "Bobby J. Hughes" To: "Rotary motors in aircraft" This is a multi-part message in MIME format. ------_=_NextPart_001_01CC4D2F.AECDF87C Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Like Fram oil filters. Friends don't let friends fly with one injector per rotor. At least without a backup. Bobby =20 =20 ________________________________ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Lehanover@aol.com Sent: Thursday, July 28, 2011 5:56 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Injector mounting in top of block? =20 As you said, fuel pooling is a problem even for injected engines. So you see water heated manifolds, just as in carbureted engines. Note the Lycoming with the distribution pot inside the oil pan. Heated oil keeps the mixture in a gas like state and the latent heat of evaporation helps cool the oil. On hot days there is a loss of power based on intake air temperature, but they suffer fewer carb icing events. =20 Injectors do a better job of cooling the intake tubes close by, and absent some warming agent, some condensation will return to the fuel.=20 At the least at lower power settings. So Mazda would appear to have moved the injector to the housing so that the fuel spray is facing the 300 degree plus rotor face. Plenty of heat to maintain a gas like state. So the rotor face is cooled some by the fuel. And thus a cooler oil in the rotor. There is no power loss because the chamber is closed and incoming air was not heated prior to entry so density was not lost. =20 Lower rotor face temps allow for more intake to enter, and thus more power. =20 The injector is firing into a low pressure unless turbo charging is involved. I am unable to detect a downside to this layout.=20 =20 An idle at 2000 RPM can be tolerated, to protect reduction gears. The racer idles between 2000 and 2200 RPM. So one big injector might do just fine, even if idle is less than ideal. =20 Lynn E. Hanover =20 =20 =20 In a message dated 7/27/2011 2:00:15 P.M. Paraguay Standard Time, echristley@nc.rr.com writes: The MegaSquirt can time the injection based off of the ignition timing. =20 I'm having some issues with my manifold. The way I built it is causing=20 fuel to puddle in the bottom (so, you live, learn and rebuild). I can=20 probably move the two fuel injectors to the oil injection ports easier=20 than I can build a new manifold. The other two injectors are at the=20 stock position in the center plate. Then I would tune the fuel injector=20 timing to minimize EGT. =09 Am I fooling myself? And, if so, how? ------_=_NextPart_001_01CC4D2F.AECDF87C Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Like Fram oil filters. = Friends don’t let friends fly with one injector per rotor. At least = without a backup. Bobby

<= /span>

=

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Lehanover@aol.com
Sent: Thursday, July 28, = 2011 5:56 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: = Injector mounting in top of block?

As you said, fuel pooling is a = problem even for injected engines. So you see water heated manifolds, just as in carbureted engines. Note the Lycoming with the distribution pot = inside the oil pan. Heated oil keeps the mixture in a gas like state and the = latent heat of evaporation helps cool the oil. On hot days there is a loss of = power based on intake air temperature, but they suffer fewer carb icing = events.

=

Injectors do a better job of = cooling the intake tubes close by, and absent some warming agent, some condensation = will return to the fuel.

At the least at lower power = settings. So Mazda would appear to have moved the injector to the housing so that the = fuel spray is facing the 300 degree plus rotor face. Plenty of heat to = maintain a gas like state. So the rotor face is cooled some by the fuel. And thus a = cooler oil in the rotor. There is no power loss because the chamber is closed = and incoming air was not heated prior to entry so density was not = lost.

=

Lower rotor face temps allow for = more intake to enter, and thus more power.

=

The injector is firing into a low pressure unless turbo charging is involved. I am unable to detect a = downside to this layout.

=

An idle at 2000 RPM can be = tolerated, to protect reduction gears.

The racer idles between 2000 and = 2200 RPM. So one big injector might do just fine, even if idle is less than = ideal.

=

Lynn E. = Hanover

=

=

=

In a message dated 7/27/2011 = 2:00:15 P.M. Paraguay Standard Time, echristley@nc.rr.com = writes:

The MegaSquirt can time the = injection based off of the ignition timing.
I'm having some issues with my manifold. The way I built it is = causing
fuel to puddle in the bottom (so, you live, learn and rebuild). I = can
probably move the two fuel injectors to the oil injection ports easier =
than I can build a new manifold. The other two injectors are at = the
stock position in the center plate. Then I would tune the fuel = injector
timing to minimize EGT.

Am I fooling myself? And, if so, how?

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