Can't load that link :-(

 

Damn! Bandwidth limit was exceeded.

 

I have it saved in bmp form but it is just too big to load here at 600 kb. I can e-mail it to you if you would like to see it.

 

AGAIN!!!

 

OK with a little work lets see if this will post. The quality will be poor though.

 

Intriguing. They are either for oil or fuel or water thats for sure. Certainly remember a post by someone pointing out that very low injectors on a PP improve drivability at the expense of a few high end HP.

Thanks for that.

Bill

 

Randomly, from looking at the SAE paper on the R26B, Mazda did the injectors there too. They cited better control of air/fuel ratios for economy, and better throttle response as reasons.

 

The injectors still weren't in the rotor housing but they were very close to them. Here is the link to that SAE paper.

http://www.mymazdarotary.com/mazda_r...paper_html.htm

 

hmm....those telescopic intakes look like they could be made pretty easily

*idea*

 

they had that motor on display at the open house and they added a second oil injector to the housing.

mike

 

Those intakes were made only for the short Le Mans course where the extra torque was needed. They cost about 30 peak hp, so the regular fixed intake trumpets were used for the other courses.

 

peak power at what RPM though?

10k?

15k?

Are we ever going to see that kind of engine speed? In a streetable engine, they could even help improve MPG

 

9,000rpm.

It's entirely possible.

I don't think they would improve MPG on a street engine. If you would like to try it, knock yourself out.

 

well, most street engines will be driven "normally" (ie: not raced) up to somewhere near 4-5K RPM, and if you can continually adjust the inlet's efficiency range to match the RPM, then it might help fuel economy and torque due to the reflections working for the engine, not the engine having to do all the work itself.

either that, or it'll just give slightly more low-end power

 

9,000 RPM? Its on the rx-8 man.

 

Sure, a fixed intake would have to be tuned for a given flow rate, while a variable intake could be tuned for a broader flow rate. The problem is that variable intakes, due to their mechanical construction, are not as efficient as a well-designed fixed intake system. I'm sure that with advances in variable intake design, variable intakes will become more and more efficient as time goes by.

 

Fuel cutoff on the RX-8 is at 10000 rpm!!! Trust me, I hit it! Power peak is lower though.

 

Errrm. If the thick end of 14 miles is a 'short' course WTF is a long one? If you read the article you will note the BSFC was the primary driver in the development of the Le mans engine. But that is WOT fuel economy not cruise.

Bill

 

Yes, because the fuel and oxidant are not compressed as a mix, avoiding knock. The fuel vapor leading edge eats heat and expands, both chilling the compressed oxidant and increasing effective compression. Nice.

//

Right, about having enough intake runner to atomize the fuel and charge the mix. Too bad we have to further compress within the engine guts and risk a pop. Someone give us a real turbine (fuel hog).

Depending how eccentric I become in my next rotary project, I may gain enough confidence to try diesel injection during high boost. My early guessing is that above 2 Bar, I could disable gasonline and run from diesel, then toggle back to gasonline below a 30:1 final compression. The doubled fuel pressure gadetry will be a tough challenge.