was aerocharges: now injectors

[Bruce]

Getting fuel to burn is all about atomization, and vaporization.
The rotary is a special case, and from what I see, I'm surprised standard
fare isn't using multipul injectors to at least get the best atomization
possible.  I really don't see anyway of really getting any serious amount of
heat into the fuel in a rotary (in a *conventional* engine shooting the fuel
at a closed intake valve seems to work to some degree).
  Maybe using a venturi arrangement (with the injector) for at least
*shearing* the fuel into a fine atomized state would be part of the answer.
  Rotaries and mileage?. Surely you jest <G>.
Bruce
   (my 3,800#, GN gets 25-27 MPG)



> Anyway, back on EFI issues, I wondered if anyone could point me at a
> suitable reference for injector timing. Specifically:
> 1.Suitable rules of thumb for fuel propagation timing through inlet, as
> I don't have access to a velocity probe.
> 2. Ideas of what the ideal injector timing against inlet cycle is, and
> if it really makes any difference in a real world situation
> Reason I am asking is that I am trying to work out a starting point for
> the code mods that the megasquirt will need to feed a twin rotor mazda
> 13B. According to the timings I have worked out, there is about 280°
> available for injection. However, outside the rev ranges where harmonic
> pulses are helping out the induction, I am guessing that the later part
> of the inlet cycle is not ideal given that I am running with injectors
> in the throttle bodies rather than port injectors.
> However there is theory and then what actually happens and I have not
> found much analysis that shows what matters.
> In terms of application, BHP is more important than economy or
> emmissions, since the Westfield is emmissions exempt; however I would
> like to pee a little less fuel straight out the exhaust than it
> currently does on carbs. ( the flames are great, but a 6 (UK) gallon
> tank and 15MPG make fill ups a fairly regular occurance)
> Bill


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