Powersport Aviation: “The reports of my death are greatly exaggerated”View attachment 91180 I am amused by the comments made by many on this forum by those knowing of the wankel rotary only through hearsay. Ignorant comments like those made by Starflight and several others make obvious that they don't know this engine, and for reasons I can't fathom want to pass on malicious gossip. Many people make similar comments about 2 strokes, and they are wrong as well. (I can be considered quite knowledgeable about 2 cycles having done engine work for world championship GP bikes.)
First thing to note is the sad loss of Powersport. They were the first group to do a full aircraft worthy conversion. Their mazda based package was the first, and to my knowledge the only automotive conversion ever considered by Van, (Richard Vangrusvigen) to sell as a firewall foward alternate to a lyc for his kit aircraft. Powersport partner Steve Beckham flew back from Osh in their wankel powered RV-4 side by side with Van's demonstrator RV-4. They stopped at the same airports to re-fuel during the trip. the Powersport conversion used LESS fuel at every stop all the back to Oregon. Powersport's Superlight engines weighed in at 178 pounds FF with radiators, but without the exhaust. That engine was p-port intake and exhaust and in the final version produced over 200 dyno proven HP at 6900 RPM. There are many reasons that business efforts can founder that have nothing to do with the quality of the products offered. In the case of Powersport it was the death of one of the founding partners in a non engine related accident. There are several people in the process of developing a new reduction drive. I wish them well. Most of the naysayers have never even seen one of thes engines run. Enjoy,
Do you have a rundown of what you offer or a website I can look at?Powersport Aviation: “The reports of my death are greatly exaggerated”
===========================armilite, Nothing is free, but if you want cheap rotary and light, go a single rotor, fixed ignition, belt reduction drive, carburetion, and P port. 100 HP or 150 HP with a turbo but that complicates a simple system, increases weight and cost. All these have already been done, but depends on your capabilities and desires. Cost, Rebuilt engine in AUD P port and single rotor $5000, Belt reduction drive $1500, Rads $800, then carby and ignition possibly $500. (Rotec in OZ) Alloy end plates are an expensive luxury unless you fly weekly and weight is critical.
apples to apples, how do you compare that with this?Most of them Planes can't handle the Rotary Engines WEIGHT!
You probably shouldn't put a P&W985 on a Kitfox and you probably shouldn't put a little 2 stroke engine on a Beaver, but you don't judge those engines based on those installations, you base them on installations they are designed for, right?Yes, that's a fantastic start. Lycoming O-360 and 3.0 Subaru conversion with PSRU both came in at about 475 lb firewall forward, so a far cry from the much lower published engine dry weights.
===============================apples to apples, how do you compare that with this?
You probably shouldn't put a P&W985 on a Kitfox and you probably shouldn't put a little 2 stroke engine on a Beaver, but you don't judge those engines based on those installations, you base them on installations they are designed for, right?
There have been successful installations in RVs, various Canards, and I think Lancairs, all of which are well matched airframes for this engine and you wouldn't consider putting a 25hp engine on them so it isn't even discussed.......
My specific use case is a scratch built(first non kit) Zenith 750 Super Duty
Designed for up to roughly 230HP
Prototype had the IO-375 and there is a popular Honda Viking powered one built as well.
========================Ok, I may just be confused, no offense intended of course but this is a rotary thread, so the other 90% isn't really an issue here, it is the 10% or even the tiny fraction of that 10% that could or does want to use a rotary right? Why distract from the purpose of the thread with all the other noise?
Let's hope this comes true..... Saw this yesterday, haven't had time to look into specifics:. Mazda's rotary engine will return to the US with the MX-30 EVIf Mazda follows through with their range extender engine, that would be a good source.
==============================Armalite, I don't know what country you're looking at, but here in the USA, there are a bit north of 33,000 homebuilts. Almost a third of those are RV-Xs, *all* of which require 100 HP or more. We still need to add all the other 'large' models (*way* too many to list) that require Lyc/Cont engines. So I'd have to think that the 10% number is just a bit low; at least for the USA.
There are small rotaries out there, but they tend to be pretty pricey, largely because of low volume production (sound like aircraft engines?). If Mazda follows through with their range extender engine, that would be a good source.
The guy flying something with a relatively high stall speed, powered by a 2 stroke without a really smart engine controller to manage mixture, timing, and oil feed, surely has trouble walking. I know I wouldn't be able to move my legs without them bumping into stuff...