http://www.newcovenant.com/speedcrafter/calculators/intake.htm

Here is an interesting Spreadsheet for calculating Torque peak.

Lynn E. Hanover.

Thats pretty amazing Lynn. Thanks for finding that.

Paul Lamar

It is pretty amazing, because it computes that for my engine my port
(1.75" dia) is optimum for peak torque at 5770 rpm.

Al

Did you use 212 cubic inches and six cylinders Al?
I got 1.71 using those numbers.
Only your big runners are 1.75" from the looks of this pictures.
Your small runners look to be considerable less area.

Paul Lamar

Paul, I think for Al's 3 rotor you would need to use something like 360
cubic inches and 9? cylinders.

Ed Andeson

Not true. Statements like this indicate a lack of fundamental
understanding of how the rotary really works. This is also
why you are confused on the intake manifold.

A three rotor is a three cylinder 2 cycle
or a six cylinder four cycle. Forget the three faces on the rotors.
The ONLY thing that counts is the intake, firing and exhaust events
per revolution of the e-shaft. Think of it as a mysterious black
box with air pulses going in and exhaust gas pulses and HP pulses
coming out.

Ok, Paul, given your statement above that a 3 rotor is characterized by 212
CID and six cylinder four cycle, then I would be interested in how a 2 rotor
is characterized? as a 2 cylinder 2 cycle or 3 cylinder four cycle?

Ed Anderson

"or 3 cylinder four cycle?"??????????

Where did that come from? I never said that. If I did it was a typo.

Don't you mean "or 4 cylinder four cycle?"?

Yes it is equivalent to a 2 cylinder two cycle or a 4 cylinder four cycle.

They both fire twice per rev with two intake and two exhaust events per rev.

All racing organization around the world equate the 13B to a 2.6 liter
(160 cubic inches) four cycle engine.

One reason it generally generates more power than a 2.6L 4 cycle 4 cylinder
engine is the fact that the volumetric efficiency is much higher than a piston 
engine. It averages 120% over a wide RPM range. This is a direct outgrowth 
of the slow rotor RPM keeping the ports open longer than would be the case
with a 2 cycle piston engine. This high volumetric efficiency also tends to 
insidiously convince people that the wankel is some how a larger engine than 2.6L.
Another reason is the intrinsic high RPM capability.

The wankel is a very subtle and shrewdly designed engine.

In order to design an effective intake manifold one must thoroughly
understand exactly how the wankel works.

Paul Lamar
 
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