Performance of the Cyclon Pylon Racing Engine

Propeller	Dia	Thrust Coeff.	Power Coeff.	RPM	Density	Power	Thrust
Propeller	D [m]	Ct 0 [-]	Cp 0 [-]	n [1/min]	r [kg/m³]	P 0 [W]	T 0 [N]
R1 Rüdiger Keck	0.185	0.1249	0.0697	25050	1.195	1295	30.1
	0.185	0.1249	0.0697	25600	1.205	1394	31.8
	0.185	0.1249	0.0697	26000	1.208	1464	32.8
F1 Olivier Allais	0.182	0.1298	0.0899	17000	1.205	492	13.8
F1 (Nelson engine)	0.182	0.1298	0.0899	25900	1.208	1744	32.1
S1 Sasha Smoletsev	0.178	0.1353	0.0946	25200	1.208	1512	28.9
A1 Ranjit Phelan	0.187	0.1249	0.0923	24000	1.208	1610	29.2
V1 Verano Copy	0.188	0.0999	0.0820	26000	1.205	1887	28.2
	0.188	0.0999	0.0820	25600	1.208	1806	27.4
	0.188	0.0999	0.0820	25800	1.208	1849	27.9
	0.188	0.0999	0.0820	25890	1.195	1848	27.8
	0.188	0.0999	0.0820	26000	1.208	1892	28.3
Remarks: - The trailing "0" means "static condition" i.e. v = 0. - The engine was running on 80/20 FAI fuel during all my tests. - Weather conditions were close to standard conditions, corrections were below measurement accuracy. - the propeller coefficients were determined by wind tunnel tests.

My test results and another performance curve, taken from a japanese web site (forgot to bookmark that page, though).

The test data matches the performance curve found on the japanese web page quite well. The data was taken using propellers, which were calibrated in a wind tunnel. It is possible, that the calibration data of the R1 prop are a bit on the low side concerning power input, due to Reynolds number differences.

Weights
Engine	375	g
Tuned Pipe	70	g

Timing
Exhaust	172°...180°	(non-horizontal edge shape, raised center)
Transfer, center	128°
Transfer, side	128°...132°	(non-horizontal edge shape)
Rotary Valve	232°	200° ATDC ... 432°ATDC

The cyclon after an explosion...	Note the asymmetrical oil channel to the lower lug and the shape of the transfer ports.	The piston has been machined from solid material. Barely visible: the shape of the exhaust port.	The heart of the engine: sleeve, piston and crankshaft. The fit between crankshaft and rear bearing seems to be a bit too loose. The counterweight of the crankshaft is open towards the rear and closed by a disk on its front side.
The engine comes with spinner assembly and two precision wrenches (the lower one is needed to remove the screw-on head.	On top of the crankcase you can see the thread for the head.	The disk rotor comes well balanced (drill marks on bottom and milled area on top) and the crankcase cover has small recesses to reduce friction between rotor and casing.	The rear bearing.
The cylinder head, a screw-on cap design, fits Nelson style glow plugs.	The engine with its nice pipe, as manufactured by Kalmykov (in very good quality, maybe a bit expensive).

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