There are surely tradeoffs in charge cooling, the advantages are no oil
cooling hardware, the VE goes up as load is applied due to the additional
Air fuel ratio passing thru the engine. The Charge cooled track and or
intake length increases the torque and flattens the torque in this engine is
flat from 3000-8000RPM. The path naturally atomizes fuel due to the passing
thru the rotor. Some of the above benefits are opinions and speculation due
to the inherent differences in our engine compared to the Mazda and the fact
that these above stated characteristics show a major difference in
performance characteristics out of a very similar sized engine 650cc/rotor.
I hope this provides you some answers.

Note: The engine loves cool air, full load, and alcohol as stated above the
VE gets better as you introduce anything that cools the rotor and or the
intake charge.

Eric Barger

Eric,
Not knocking your product simply trying to understand and evaluate the
differences between your product and the Mazda.

Interesting point is that the passage through the rotor increases the
torque, or put another way, increases the tuning effect of the inlet
manifold or reduces the length needed of an external manifold. If I am
correct in interpreting your comments in regard to this, can you comment on
the internal length in question.

Also what sort of compression ration is in your engines?

Also I have had many a discussion with Mistral on aluminum side housings -
we all appreciate the weight savings, however what sort of surface
preparation do you use? My understanding is the substrate is the major
hurdle to overcome, it that if it fails any surface goes with it. The
solution is to build sufficient depth into the surface treatment to
establish density/ strength to support the surface.
George (down under)


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