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