> >Jerry Hey wrote:
        > >>
        > >>  >  > Paul, The nsu engine looks like the perfect arguement
for the
        > >>  >variable intake timing you had laid
        > >>  >>  out some time ago. Some of the last versions of two
cycle engines
        > >>  >>used variable timing in the
        > >>  >>  intake and exhaust to improve drivability, even on the
GP bikes
        > >>  >>making 400 hp/l ! The comments
        > >>  >>  about the rotary I.C.E. still being a relative baby do
ring true.
        > >>  >>A version of the variable inlet
        > >>  >>  seems a perfect fit. Any plans to persue or too many
irons already
        > >>  >>in the fire? I know I would
        > >>  >>  like to help.
        > >>  >>  Bill Jepson
        > >
        > >
        > >>  >Ken was going to build up an engine with them but then he
got
        > >>  >shipped off to South East Asia. Are you back yet Ken?
        > >>  >
        > >>  >Other than the idle I think it has few advantage for an
aircraft
        > >>  >engine as they mostly run from 5000 to 7500 RPM. A simple
P-port
        > >>  >would give the same or better power.
        > >>  >
        > >>  >Paul Lamar
        > >>
        > >>  Paul/Bill,  Ken shipped the variable intakes to me, hoping
I would do
        > >>  something with them.  Would  you like to have them?
Jerry
        > >
        > >Good idea Jerry. Bill Jepson may have more time.
        > >
        > >BTW guys I think it best if we run them upside down from the
way
        > >I show them in the drawing. That seems to be the way NSU and
        > >Mazda time the engine for low power and better idle.
        > >
        > >Paul Lamar
        >
        > Bill,  send me your shipping address
        >
        > >  Jerry
        >
        > --
        >
        > J-Wind Designs
        > Motor Mount Plates,  Engine mounts
        > j-winddesigns@thegrid.net
        > 831-385-0908

        Also Bill this arrangement will be better for low and medium
power.
        Timing is more favorable over the HP range.

        Paul Lamar




        Paul, Jerry, Bill, Group,
        BTW, I still plan to build my engine using this concept.  I too
come from a motorcycle racing background and had the pleasure of owning
different motorcycles before and after this was developed for 2-strokes.
The difference in idle, power, and fuel economy was impressive.  There
are 3 advantages to this concept:
        1.  less exhaust gas dilution of the intake charge
        2.  increased intake velocity (especially at idle) due to the
smaller intake port cross sectiond - this promotes better mixture
distribution in the combustion chamber
        3.  favorable port timing for idle and WOT operation
        Note that the 'less exhaust dilution' benefit will not be as
favorable as it first appears since the main source for exhaust gas in
the intake charge at idle is thru the combustion face of the rotor
itself.

        For you engineering and inventor types, note that a variable
length or variable volume exhaust system would provide benefits as well.
Again, the 2-stroke guys do this, but they don't have to cope with the
high temps of the wankel.

        Ken Powell

Hi Ken,

Good to hear from you. Seems life has hijacked both of our aeronautical
efforts for the time being. If you would, drop me a line with your email, I
have some off topic questions to ask.

Monty

montyr2157@alltel.net

 
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