Rotary (Wankel) Diesel

Re: Wankel

Version of this engine powers drones and over the horizion FBW observation craft.

Just hold tight dear it will not be so rough when we get round the corner,trust me.
 
Re: Wankel

Just being polite, there's been too much nastiness on this forum lately. Anyways having shaken the late King Olaf's hand I feel somewhat above talking to the likes of you, a mere commoner who has to sit below the salt.


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Re: Wankel

Byron, you really are sinking into the depths of depravity now - shaking a dead man's hand ugh.

What else did you do to him then?
 
Re: memories of a Mazda RX7

A former colleague of mine had a Norton with the rotary engine in. Norton had an arrangement with him to use it as a test bed. When they changed the "piston" tips to carbon fibre, the engine spat them out, and other such probs. The bike was very often shipped back to Norton to get fixed/try something new (as one might expect with a development test bed)

Robbie W
 
If this is a diesel (ie compression ignition) engine I wonder if it si the same as the more or less triangular rotor type of Wankel engine used in cars by NSU, Mazda etc. My recollection is that it would have been difficult to get a high enough compression ratio. Felix Wankel examined a huge range of possible structures for rotary engines. In some, as far as I recall, the seals were in the fixed housing rather than the moving rotor.

more please ...
 
Re: memories of a NSU RO80

great engine if you trashed it

burn't out if you drove slow.

expensive to repair and repairs were never any good as the block was the big bit which needed replacing.


fabulous car and pulling 70 mph in 1st (of only 3 gears)was strange. It had a tip tronic gear knob which put the gearbox into neutral when you touched the gearknob.

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OK, this is what I have learnt so far:

Fuel types - Diesel, Kerocene, A1 & 2, etc., (yes, in principle any diesel derrivatives)

Ignition: Sparks .... yes sparks (combination of compression and ignition... hence the low weight)

Seals: Ceramic Apex Seals - The latest generation of ceramic seals have proven to be very robust, providing excellent wear rates even in off-design operating conditions. This provides for a more fault-tolerant engine which is less susceptible to catastrophic failure due to things like temporary loss of seal lubrication and corrosion. (see problems with Mazda and others)

Lubricating Oil sources: 2 off - One is the control of sump (crankcase) oil. Very similar to the situation in a piston engine it is a matter of oil seals in the sides of the rotors. The other is the controlled quantity of sacrificial oil metered to the combustion chamber for seal/surface lubrication.

Turbocharger life : expected @ 5,000 hours

Rebuild cost: which is seen as as lifting out of one power module and installing the rebuild power module, would be approximately 50% of original engine cost.

Service Intervals: Spark plug life goal is 2000 hours but is as yet unproven. Oil filter life is expected to be longer because of several factors; the rotary engine does not drag into the oil as much combustion product as with piston engines; the sacrificial oil usage contributes to keeping the oil fresh
There are no other routine service items – no valves to adjust, etc. Fuel filters, fuel conditioning depending on fuel source, and coolant and oil levels should be frequently checked as with any engine.

Maintenance Cost: The maintenance cost is minimal over the life cycle of the rotary engine due to the fact that there are only two moving parts in a 1 rotor engine (125 Hp, two in a 250 and 4 in a 500Hp). The only items required are oil, oil filters and spark plugs, which are not high cost items for each service period, which is estimated at less than $100 for the 125Hp. Most units, or machine parts can be man-handled and no cranes etc., is strightly required for these 125 - 500 Hp engines)

Fuel economy: @ 86ltr / hr at top of torque curve for the 500 Hp @ 5,000 RPM (own calculation, but I could be a bit out here and "they" claim that they can run it "leaner").

I'll stop here and learn some more + get some more infor on taht outboard ot theirs with expected rating of 300Hp

Have fun....

AHM
 
I really must insist that debate on this subject cease right away. I am researching this engine for an upcoming issue of Talking Shop and you guys guys are stealing my thunder!
 
It's no bloody use, they'll never make an adaptor for V*lvo outdrives...
 
And don't think we're going to pay you for re-hashing all this stuff on here!
 
Not unreal.... fun is more appropriate!!!

If this is all true, then I am nearly there for the spec of my future boat.

1) Think I have the hull and interior configuration selected.
2) Believe I have the propulsion configuration selected.
3) Now I may have an ideal powerplant for the above.

The finer details now needs to be identified, and worked out.... Biggest problem with the light powerplant is how to handle the changed weight configuration.


AHM
 
Insisting that a public discussion ceases as it "clashes" with your publishing plans is a bit hard... isn't it ??

However as I am in a very busy time right now, I have no problem holding back a bit letting you do some of the research..... afterall this is your job and I just do this for satifying my own curiosity ..... just hope it is more detailed than the "Gas Guzzlers" of MBY Oct 2002 and others of similar 1/4 pagers.

I really do want to get into the details of these engines as I do find it really interesting and it appears to be of some interest to the other forum members.

I will go off and do my own things for a while and are looking forward to reading about your findings and will of course continue to do my own research on the quiet, with my fellow countrymen. However, if I do come up with something that I beleive will be of interest for the general public, I will initiate another or re-initiate this as a discussion thread.

Good luck with your research and future article, and please feel free to send me a PM if you want to compare some notes.....

AHM
 
How come we can accept electronic monitoring and lot's of other el. gadgets on an "conventional" engine, but when it comes to a different concept, we are so sceptical. Surely eletrical faults will cause "conventional" diesels with electronic management systems to stop (mechanical fuel pumps in Y.....rs, so they will keep going).

I am led to believe that this particular engine type I refer to in my post is designed to be able of running at full capacity, whilst up to 50% submerged in water. (That was the answer I got when I heard about the sparkplugs and asked about humidity and the eletrical system). They stated, "Afterall it is designed to be installed in a boat, so we need to be prepared for a hostile, wet environment".

However, as I have agreed to cease posting on this subject I will stop here and wait for the promised article.

AHM
 
It seems you shared my doubts,hence your questioning the manufacturers to which they gave an apparently satisfactory reply. I have held the old fashioned view that a big advantage of diesels is that once started they will keep on running without dependance on ancilliary systems, but you are right of course that modern diesels have an array of electronic add-ons.
 
Raising this from the past, but just in response to un-answered questions...

RPI and RAP, a Norwegian based distributor of RPI’s rotary marine engines, have signed a Letter of Intent for the development of a high performance diesel outboard and sport jet based on the RPI Series 70, two (2) – rotor, 250 HP diesel fueled marine rotary engine.

“the objective is to develop a revolutionary diesel outboard engine with comparable power, size and weight of the latest generation 4 – stroke petrol outboards. This project will be a joint venture between RPI, RAP and the Norwegian University of Science and Technology, in Trondheim. The project will commence with the development of a prototype outboard engine ready for demonstration in Autumn 2003. RPI and RAP have great expectations for this development project, as the market potential is considerable. Outboards based on RPI’s Series 70, two (2) – rotor engine will target the market segment of large outboards.”

The RPI engine, Series 70 is probably the only diesel engine worldwide with such power to weight ratio that can be utilized in this manner. We believe the obvious reasons for having a diesel fueled driven outboard RPI engine are as follows, less flammable, better fuel consumption, wider rpm range, smaller size and lighter weight. The sales volume potential of outboard engines sold today in this segment is truly encouraging. Norwegians have a ‘reputation’ to live up to since Ole Evinrude (Norwegian) made his first Evinrude outboard in 1909 and the Norwegians are excited about the project and the RPI engine in general. It’s truly the technology of the future.”


AHM
 
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