To thoroughly understand port sizes and timing one must
analyze the situation from the point of view of work
done on the e-shaft. I use "work" here using the strictest
definition in physics. If you integrate the pressure
over the face of the rotor and multiply by the mechanical
advantage of the rotor on the eshaft you will get the work
done on the e-shaft. This can be done on all four phases
(intake, compression, expansion and exhaust) of the rotor 
moment by moment and summed. There is of course interaction between the
phases. More air on the intake phase leads to higher pressures
in the compression, expansion, exhaust phases.

A negative pressure on the intake phase rotor face is negative work On The E-Shaft.
The complete opposite is also true as in turbo charging.
In other words a positive pressure on the intake phase face is 
positive work on the e-shaft.

A positive pressure on the compression phase face is negative work OTES.

A positive pressure on the expansion phase face is positive work OTES.

A positive pressure on the exhaust phase face is negative work OTES.

Larger and freer flowing intake ports reduce the negative pressure
on the  NA intake phase face which reduces the negative work OTES.
Larger and freer flowing exhaust ports reduce the positive pressure
on that phase face and reduce the negative work OTES.

Read this over about eight or ten times :)

Paul Lamar
 
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