REFLECTOR:Rotarys, Lycosaurs, etc.
Jim Sower
reflector@tvbf.org
Wed, 05 Nov 2003 09:05:50 -0600
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Brian,
Very enlightening pictures. I had a picture (couldn't find it
on short notice) of a Lycoming O-320, producing the 0.5 hp/cuin
it was designed to produce but broke a jug off and flailed the
rod around the case during the emergency landing. Scared the
beejeezus out of me. I'm told that's what happens when you run
a Lyc at "full power" ... :o)
As to your speculations around how he gets all that power out of
a measly 153 cuin, I would invite your attention to some basic
design attributes - like 3 or 4 moving parts (which will tend to
reduce internal losses a little bit), a rotating mass (which
seems to reduce internal losses, bearing loads and stress on
moving (and un-moving) parts) and the fact (previously alluded
to) that the crankshaft turns three revolutions to each rotor
revolution (somewhat reducing centrifugal loads). Operating a
rotary at 6000 rpm represents 2000 rotor rpm with, at the risk
of repeating myself, NO RECIPROCATING PARTS.
In the racing world, rotarys seem to win much more often than
the number of entries would seem to indicate, perhaps partly
because they finish somewhat more often than recips on account
of their simplicity, reliability and robust design.
Of course, comparing recips to rotarys is comparing apples and
oranges ... Jim S.
Brian Michalk wrote:
> Yeow. That's a 153 cubic inch engine, rounded up for good
> measure.A lot of people feel that keeping below 1 horsepower
> per cubic inch is about what people should be pushing engines
> for longevity.Unless he's turbocharging, running at
> rediculously high RPMs and compresion ratios, I find it
> surprising to get that much horsepower. I would really like
> to see the engineering he's put into that engine. Must be an
> oversized machined billet crank, reinforced main bearings and
> reinforced case. Pistons, rods ...Some pictures of a Ford 302
> block making more power than it could
> handle:http://www.corral.net/forums/showthread.php?s=&threadid=387871If
> I recall correctly he was making 600 to 700 horsepower on a
> stock block. Brian Michalk <http://www.michalk.com>
> Life is what you make of it ... never wish you had done
> something.
> Aviator, experimental aircraft builder, motorcyclist, SCUBA
> diver
> musician, home-brewer, entrepreneur and barely single
>
>
> -----Original Message-----
> From: reflector-admin@tvbf.org
> [mailto:reflector-admin@tvbf.org]On Behalf Of Nolan
> Frederick
> Sent: Tuesday, November 04, 2003 7:45 PM
> To: reflector@tvbf.org
> Subject: REFLECTOR:Rotarys, Lycosaurs, etc.
>
> Gentlemen, I hope I don't offend with this. But
> I just spoke with Lance Wheeler of NSI the other day
> and he told me he's getting ready to produce a 2.5L
> (4 cyl) turbocharged Subaru FWF pkg that his dyno
> says puts out 300 hp. I'll bet one thing. It'll be
> a lot quieter than those rotarys. But, many more
> moving parts though. I understand the 6 cyl turbo'd
> Subaru will put out 300 hp and will likely cost a
> lot less than a 540 Lycosaur and probably won't beat
> your props up quite so much. Oh yes, Mr. Wheeler
> said he has developed a new heavy duty PSRU for the
> 300 hp 4 cyl engine. No, I don't work for NSI. I
> just thought some of you Velocityites might find
> this interesting.nolan.
>
--
Jim Sower
Crossville, TN; Chapter 5
Long-EZ N83RT, Velocity N4095T
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Brian,
<br>Very enlightening pictures. I had a picture (couldn't find it
on short notice) of a Lycoming O-320, producing the 0.5 hp/cuin it was
designed to produce but broke a jug off and flailed the rod around the
case during the emergency landing. Scared the beejeezus out of me.
I'm told that's what happens when you run a Lyc at "full power" ... :o)
<p>As to your speculations around how he gets all that power out of a measly
153 cuin, I would invite your attention to some basic design attributes
- like 3 or 4 moving parts (which will tend to reduce internal losses a
little bit), a rotating mass (which seems to reduce internal losses, bearing
loads and stress on moving (and un-moving) parts) and the fact (previously
alluded to) that the crankshaft turns three revolutions to each rotor revolution
(somewhat reducing centrifugal loads). Operating a rotary at 6000
rpm represents 2000 rotor rpm with, at the risk of repeating myself, NO
RECIPROCATING PARTS.
<p>In the racing world, rotarys seem to win much more often than the number
of entries would seem to indicate, perhaps partly because they finish somewhat
more often than recips on account of their simplicity, reliability and
robust design.
<p>Of course, comparing recips to rotarys is comparing apples and oranges
.... Jim S.
<p>Brian Michalk wrote:
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<span class=140220704-05112003>Yeow.
That's a 153 cubic inch engine, rounded up for good measure.</span><span class=140220704-05112003></span><span class=140220704-05112003>A
lot of people feel that keeping below 1 horsepower per cubic inch is about
what people should be pushing engines for longevity.</span><span class=140220704-05112003></span><span class=140220704-05112003>Unless
he's turbocharging, running at rediculously high RPMs and compresion ratios,
I find it surprising to get that much horsepower. I would really
like to see the engineering he's put into that engine. Must be an
oversized machined billet crank, reinforced main bearings and reinforced
case. Pistons, rods ...</span><span class=140220704-05112003></span><span class=140220704-05112003>Some
pictures of a Ford 302 block making more power than it could handle:</span><span class=140220704-05112003><a href="http://www.corral.net/forums/showthread.php?s=&threadid=387871">http://www.corral.net/forums/showthread.php?s=&threadid=387871</a></span><span class=140220704-05112003>If
I recall correctly he was making 600 to 700 horsepower on a stock block.</span><span class=140220704-05112003></span> Brian
Michalk <<a href="http://www.michalk.com/" target="_blank">http://www.michalk.com</a>>
<br>Life is what you make of it ... never wish you had done something.
<br>Aviator, experimental aircraft builder, motorcyclist, SCUBA diver
<br>musician, home-brewer, entrepreneur and barely single
<br>
<blockquote dir=ltr
style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #000000 2px solid; MARGIN-RIGHT: 0px">
<div class="OutlookMessageHeader" dir="ltr"><font face="Tahoma">-----Original
Message-----</font>
<br><font face="Tahoma"><b>From:</b> reflector-admin@tvbf.org [<A HREF="mailto:reflector-admin@tvbf.org">mailto:reflector-admin@tvbf.org</A>]<b>On
Behalf Of </b>Nolan Frederick</font>
<br><font face="Tahoma"><b>Sent:</b> Tuesday, November 04, 2003 7:45 PM</font>
<br><font face="Tahoma"><b>To:</b> reflector@tvbf.org</font>
<br><font face="Tahoma"><b>Subject:</b> REFLECTOR:Rotarys, Lycosaurs, etc.</font>
<br> </div>
Gentlemen, I hope I don't offend with this. But
I just spoke with Lance Wheeler of NSI the other day and he told me he's
getting ready to produce a 2.5L (4 cyl) turbocharged Subaru FWF pkg that
his dyno says puts out 300 hp. I'll bet one thing. It'll be
a lot quieter than those rotarys. But, many more moving parts though.
I understand the 6 cyl turbo'd Subaru will put out 300 hp and will likely
cost a lot less than a 540 Lycosaur and probably won't beat your props
up quite so much. Oh yes, Mr. Wheeler said he has developed a new
heavy duty PSRU for the 300 hp 4 cyl engine. No, I don't work for
NSI. I just thought some of you Velocityites might find this interesting.nolan. </blockquote>
</blockquote>
<p>--
<br>Jim Sower
<br>Crossville, TN; Chapter 5
<br>Long-EZ N83RT, Velocity N4095T
<br>
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