>From: <ronev...@cox.net> : > What's happening on the KR net? There haven't been any "hot topics" >lately. And, no one answered my question last week. Therefore, I will >repeat it: "What would be the most favorable rotary engine to use with a >KR?"
Ron, send an email to either of the following web addresses. http://www.rotaryaviation.com http://rotaryresources.com As one poster so round about tried to hit at, the 13B is not a satisfactory engine for the KR. With the proven drive reduction unit, and all accessories, it come in at a little over 300 lbs. Now, if you could do it, it would fit under the cowl of a KR:-) With 180 HP coming out of a combustion area of 12"x12"x12"( http://rvflying.tripod.com/aero3.jpg ).................it sure would be something to see. However back to reality. The first web address posted is the the lead guy in the rotary aviation community. The second address if the the lead rotary engine guy. I would check with both of them on this issue. As I understand it, a single rotor engine is not as smooth as a dual rotor. With a dual rotor, the rotors are offset to counteract the individual rotating masses of each rotor. There are several interesting points to be made about the rotary. At a Eccentric shaft (crank shaft) RPM of 6000 the rotors are only turning at 2000 RPMs. My engine had 130K on it when it was removed running from an RX-7. One exhaust port showed, what appeared to be, either a rich mixture or indications of one rotor housing burning some oil. When I disassembled my engine I took pieces and parts to a single owner machine shop just up the road. As it turned out, the face of the water pump side end housing had an area, where the rotor reaches it's max outside point, that had a ridge height .0011 out of limit spec. The rotor would not be able to get a nice tight fit with the side seals and thus it experienced both a rich mixture and some oil loss. The flywheel side end housing's same point measured .0032 of step wear with the limit being .0039 and the oil seal overlap point measuring .0006 with a step limit of .0008. This exhaust port was clean. I sent both housings to rotaryresouces for exchage. I'll pay $75 each and get replacement housings that have been lapped back to 0. Let's see you do that with a lycasouious. The apex seals will be replaced but were within factory width tolerances of .0752 to .0763 and height of .256 to .315 The side seals were within factory tolerances of .1122 to .1240 in height but will be replaced with factory new. The crank was also within factory specs along with.........believe it or not, the two rotor bearings and the two main bearings. I say all this to illustrate how simple the rotary engine is and how efficient it is. I had planned on replacing the four bearings but they are not only in the acceptable range but within factory range. I couldn't do any better with new bearings. I just looked at my truck hour meter and odom. I have 40366 miles and 972 hours. I know, I know, the engine has not been run continuously at 2000 RPMs but it is a little fun to extend those hours out to 130K. That would represent right at 4000 hours and there was one measurement, on one face, that exceeded factory specs by .0011, which caused a slight reduction in efficiency of one rotor. With rotary there are three issues that must be considered. A drive reduction unit is more than just an extension. At certain RPMs under the normal operating range of a rotary, or any other engine, there are vibration issues. These must be dampened somehow between the flywheel attach point and the gear system, belt system, or whatever of the reduction unit. This is the most probamatic area of a rotary or subaru installation. Rotaryaviation has tweeked his unit to the point of reliablity. The next is the intake. It appears to an area where one can easily gain or lose HP due to the length/layout related to how the rotary sucks the fuel in as the rotor does it's thing. Most say it can go 15% either way from norm. The third is the exhaust. As the exhaust leaves the engine it is travelling at supersonic speed, thus it is LOUD. You must use a stainless steel exhaust system. A little pricey. The more I get into this engine the more I am satisfied with my decision to go down this path. Like I've said before, "Sometimes when you play with fire you get burnt.......but most of the time you end up with a nice steak":-) Dana Overall 1999 & 2000 National KR Gathering host Richmond, KY i39 RV-7 slider, Imron black, "Black Magic" Finish kit 13B Rotary. Hangar flying my Dynon. http://rvflying.tripod.com/aero1.jpg http://rvflying.tripod.com/aero3.jpg http://rvflying.tripod.com/blackrudder.jpg do not archive _________________________________________________________________ Get some great ideas here for your sweetheart on Valentine's Day - and beyond. http://special.msn.com/network/celebrateromance.armx
