I'm sitting here in my study, looking at a pile of engine parts.
I put it on a table, and have put it together and took it apart many times.
I've turned the e-shaft around, I've turned the rotor housing around.I've swapped the
front and rear end housings from end to end.
I've turned the rotor round and round, much like we did at Tracy's paul. I've looked
up the port timings on p-ports, bridge ports, j-bridge, street ports, read all I
could find on port itming. (Paul Yaws site has loads of good info) Strongly
considered our conversation Paul at Tracy's on centrifigul force acting on the charge
as it travels around the chamber(s), traced the corner and side seals to see how they
open and close the ports, run the rotors forward, and backward.
Traced out all the oil passages, and the water passages, looked at about 100m of
pictures and drawings.
Looked at the pockets on the rotors till I can see them in my sleep. Looked at the
rotor faces as it travels around it's orbit. looking for hints, clues ideas and
listening to my Father talk to me about how it works, and why it works.  A piston
engine is very different. I know them, now I am beginning to know the rotary.

I'm looking for more sacrificial housings to cut into pieces. (had to build a bandsaw
big enough to cut them into slices)
There is some things in this engine that can easily be changed for more power. (and
less weight)

Paul is correct. Port timing, port size, runner size and length all have to be tested
in combinations. Mazda put lots of bucks, well Yen, into that lemans engine and it
payed off. First in winning races with astounding power (even got kicked out of some
races), and have done what most smart mfg's do and put that expertise into the later
engines.  If they have gone to larger ports Must be a reason for it.

Since an engine is an air pump the more air it pumps the more fuel you can burn in a
given time.
That means more power.
At the same time the power band has to be evaluated as well. 250 hp at 8500 rpm in a
production car isn't worth much unless you run it in first gear all day. And if it
puts out emissions like a diesel they won't get to sell more than one, or two.
I haven't yet built any end housings. Haven't cut a p-port yet. Haven't machined the
e-shaft yet. Have started building the hydraulic absorber.
(remember I am doing a single rotor, but the research will apply to all.)  Am looking
for someone to induction harden the new e-shaft journal, and harden the end housing
plates.

Have designed the pattern for the end housings, and the front cover, worked out
balancing procedures, and timing triggers.
When I understand the rotary I will cast the housings, and machine the shaft, put it
on the dyno (hydraulic absorber) run it at wot with several different intake, and
exhaust tubing sizes and lengths.
Different port timings, and port diameters with these different length intake and
exhaust tubing. Will take EGT readings at the plug areas and at differnt distances on
the exhaust tubing, while monitering the oil and water temps Will measure the torque
as well as the RPM.
After all this I will know how much power the single rotor can make and under what
conditions.
Didn't mean to write a book,
Royce.

 
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