To set the record straight:
In 1996 I originally installed an all aluminum supercharged 300 hp V6 chevy in E Racer 113 in the mark 1 location, behind the cockpit seat, running a driveshaft to the rear of the AC coupled to a marine reduction drive unit. This engine produced 287 hp at 3600 rpm and was a great engine for the AC. The only problem I had with this engine is the radiant heat generated by the exhaust manifolds running alongside the upper longerons, burning paint on the center cowling and onto the top of the strakes. It got so hot that when Shirl Dickey was test flying the AC, it was softning the main gear fuse holders and popping out the fuses. It was a good thing I had designed a manual drop lock
for the main gear, there were no plans system. Shirl spent about 10 days with me trying to resolve this issue with absolutely no results to control the heat in the cowling. Shirl tried to make it to Oshkosh in 1996 but had to turn around about 10 miles out of ARR. I asked Shirl if I could install the Chevy engine aft of the firewall and he told me no because of the plans called for a aviation engine behind the firewall. I should not have listened, the Chevy with the supercharger complete less the redrive weighed in at 365lbs. At 4200 rpm develops over 300 hp. My SEFI540 LYC weighs over 500 lbs. but develops 380hp. I did not feel the mid-engine setup was safe and decided to pull the Chevy in 1996 and spend the next two years installing the IO540. I spent another two years developing the automotive supercharger to adapt to the LYC. engine. I sold the Chevy engine to another E Racer builder in Florida, he is mounting it behind the firewall with a bolt on redrive. In my opinion, this is where it should have been all along. Dont discount the Chevy V6 as an engine option, it performed well and was smoother than the LYC.
Heres what I changed on the LYC engine. I had lycon 3angle grind the valves on new TIO540 cylinders and flow match the heads, and balance all components. Stock 8.2 pistons and special cam grind on the cam. I installed a programable automotive EFI system (F.A.S.T.), an automotive throttle body, 2 Jeff Rose electronic ignition systems, two electric fuel pumps and a Vortech automotive supercharger. After many trial and errors, I finally reached my objective. I completely understand what John Slade is going through turbocharging his rotary. The superchargering answers I was getting from the (experts) in the field did not apply to my application. Very frustrating. Trial and error, trial and error, and I finally found the solution. Here is what I get. I am running a 64/113 three blade Catto prop. I do (not) have a wastegate. I control HP and MP with throttle . At 2000 rpm, 40 MP, alt 760, I can take off and climb out at 1500 fpm. The higher I go, just add more throttle, increases Mp, increases Hp, maintains rate of climb. At 10000 36 MP at 2950 rpm. That should give me SL pressure at 15000. Very fast. This prop is new and I have not finished my testing yet but should see great results. The only time I have pushed this engine at low altitude was leaving RR this year. Low approach at 275 mph, 2910 RPM,57 in Mp, climbed out at 5400fpm to 6000, 3200fpm to 8000. I would not think of changing this system,and if you do not push the system, It will never cause detonation.
Jack Morrison
