alternative fueled rotary
03-12-11, 01:22 PM
#1
silicone filled
Thread Starter
Join Date: Dec 2009
Location: Lost In Middle America, OH
Posts: 67
Likes: 0
Received 0 Likes
on
0 Posts
alternative fueled rotary
has anyone tried running a rotary on propane or compressed natural gas yet. i am curious about it. i know that the fuels dont have the lubricating abilities needed, but would the omp still be able to be used to lubricate? would the oil lubricate and burn properly with the cng/lpg ?
04-24-11, 03:51 AM
#2
talking head
search my posts,, i run LPG/propane and have done a few rotors thus
i have also helped develop a EOMP controller that will work from a 5V TPS or MAP based signal or from a 5V analog out from a decent ECU
this is mainly so later motor users can also benefit from LPG ( there is no premix option )
as for the lube,, no real issues as long as the OMP works,, i have mine turned up a bit to be sure
i have stripped down engines with 20 000 km of LPG use and they are remarkably clean and apex seal , side seal and corner seal wear is negligible
petrol engines have the oil rate adjusted so to be sure there is plenty of lube despite the shear effects with dilution of said injected oil with the petrol
no such dilution happens on dry fuel engines ,, so the argument could actually be for a lesser rate of OMP for dry fuel
however,, i dont gamble on such things,, so i up it to be sure
i have also helped develop a EOMP controller that will work from a 5V TPS or MAP based signal or from a 5V analog out from a decent ECU
this is mainly so later motor users can also benefit from LPG ( there is no premix option )
as for the lube,, no real issues as long as the OMP works,, i have mine turned up a bit to be sure
i have stripped down engines with 20 000 km of LPG use and they are remarkably clean and apex seal , side seal and corner seal wear is negligible
petrol engines have the oil rate adjusted so to be sure there is plenty of lube despite the shear effects with dilution of said injected oil with the petrol
no such dilution happens on dry fuel engines ,, so the argument could actually be for a lesser rate of OMP for dry fuel
however,, i dont gamble on such things,, so i up it to be sure
06-25-11, 04:01 AM
#4
talking head
engine is a self built s4 6P with a mild ported turbo primary plate, turbo s4rotors and oil pump
the inlet manifolds are s4T,, modded suit the 6P secondary plates
turbo is a self built s5 hybrid using V trim front and knjghtsports cover , HKS wastegate can
3 inch combined backplate and dump, with 2 x 2.25 rear
equipment used : impco 225FB mixer ( standard ) , impco model E convertor ( standard ) , commander lambda feedback controller and solenoid
65L ( 45 usable ) litre conventional "manchester" style tank
floor rear of back seat has been boxed and raised so as to retain the stock fuel tank ground clearance
( though is not necessary by the code to remain minimum clearance if retaining stock ride heights )
distributer from 12at is retrofitted,, i am running ONLY leading ignition ,, in wastespark direct fire
( note no leads in dizzy cap )
i have trialled many forms of ignition,, from 2nd gen DFI , stock 12at,, sequential EFI ( microtech ) ignition
and also many combinations of ignition curves
ATM,, half mech curve,, ( from a 10 BTDC ignition timing at idle ) and 12aT boost retard pot seems to be a very stout combo
( 10 - 22 BTDC ignition curve,, with about 8 degrees retard at 12- 15 pounds boost )
eomp controller in operation on my current setup
http://www.youtube.com/watch?v=X4kIGRg24no
my previous manifold setup is now on a RESI engine and fitted into a b2000 ute , 286 RWHP , 13 psi on an S trim s4 highflow and 2.5 inch exhaust system
http://www.youtube.com/watch?v=59Yt8gH9i5w
the inlet manifolds are s4T,, modded suit the 6P secondary plates
turbo is a self built s5 hybrid using V trim front and knjghtsports cover , HKS wastegate can
3 inch combined backplate and dump, with 2 x 2.25 rear
equipment used : impco 225FB mixer ( standard ) , impco model E convertor ( standard ) , commander lambda feedback controller and solenoid
65L ( 45 usable ) litre conventional "manchester" style tank
floor rear of back seat has been boxed and raised so as to retain the stock fuel tank ground clearance
( though is not necessary by the code to remain minimum clearance if retaining stock ride heights )
distributer from 12at is retrofitted,, i am running ONLY leading ignition ,, in wastespark direct fire
( note no leads in dizzy cap )
i have trialled many forms of ignition,, from 2nd gen DFI , stock 12at,, sequential EFI ( microtech ) ignition
and also many combinations of ignition curves
ATM,, half mech curve,, ( from a 10 BTDC ignition timing at idle ) and 12aT boost retard pot seems to be a very stout combo
( 10 - 22 BTDC ignition curve,, with about 8 degrees retard at 12- 15 pounds boost )
eomp controller in operation on my current setup
http://www.youtube.com/watch?v=X4kIGRg24no
my previous manifold setup is now on a RESI engine and fitted into a b2000 ute , 286 RWHP , 13 psi on an S trim s4 highflow and 2.5 inch exhaust system
http://www.youtube.com/watch?v=59Yt8gH9i5w
Last edited by bumpstart; 06-25-11 at 04:08 AM.
Thread
Thread Starter
Forum
Replies
Last Post
KAL797
Test Area 51
0
08-11-15 03:47 PM