>> Doug,
>> On another matter, while I have your attention, do you want me to do a graph
>> for you,  with your timing. I have amended the degrees to reflect Paul's
>> 'Rotor Position Graph'.
>> I would be interested to see what your aiming for.
>> George (down under)
>>
>
> George,
>
> Thanks mate. Please do.  At this moment I am only concentrating my study
> on the intake part of the cycle.  I would like to see the events of 360
> e-shaft degrees from the moment the apex seal passes the fully opened
> intake port. You describe this point as IO. There is  no need for BTDC
> and other recip. engine references or ignition events or even actual
> milisecs as for each rpms it will be different. I'll write these in
> during the tests. A scale underneath showing both the rotor angle
> degrees and the e-shaft angle degrees(starting with zero on the left)
> would be immensely helpful.   Far as I can tell now, my angled-in
> (perpendicular to the inner housing) removable 50mm ID P-port will open
> and close pretty close to Paul's straight in 46.8 ID tube. The
> injectors holders are being made this week and will be test installed on
> a junked housing a wee bit below the oil injection port.  The apex seal
> will uncover them a few linear millimeters after the intake port is
> fully opened.
>
> My main interest in your graph is for widening it and making notes on it
> during injection timing tests. It is a nice visual treat and good tool.
>
> Cheers
>
> Doug

Doug,
You didn't give me a lot to work with, but I improvised. I went to my degree
wheel and set it up for a  2" sloped inlet, which I estimated as approx 82
deg duration ( start to fully open)- so I showed both start and fully
opening positions, which I thought might help. I think you will find this
duration shorter even though your going bigger as the angled inlet doesn't
carry over the arc as much.  Looking at the original PP I drew it was 80 deg
duration anyway, which was an estimate of Paul's PP.

I also put in lines to show 10 degree increments, which I thought might also
help.

I estimated your IO and IC as 20 deg BTDC

What I don't have is  PP housing or degrees which the Exhaust port starts to
open and is fully open, but put in the Mazda Factory EO.

I also don't know when you intend to start injection and finish injection.

So if you can provide further info I can put some colour to the graph.
Hope it helps.
George ( down under)


Doug,
I can rehash any of those parameters for you, I just noticed that the Mazda
Factory PP opens a little later - this would give a little less over lap. I
did the 70 deg IC ABDC, off my degree wheel which is early because of the
size ( 2") and didn't want to get you into too high a compression zone, but
you could go to 75 deg or possibly even 80 deg  if you so desired. The
angled port makes this doable and the initial IO start a bit later. Still
the duration would be the same.
Consider it a work in progress
Please advise.
George (down under)

George,

To save you from re-doing the chart It sounds like it is best that I
finish drilling the P-port and then get back to you with the exact
location details. It is close to the Lemans which is slightly angled
downwards so that I have enough metal in the  seat to contact a 1.5mm
dia O-ring on the insert.

Injection events will be different for different rpms.  I'll sketch
these in as they are tested and it all speculation at this time.
For instance at low rpms (under 6,000)  there is enough time to inject
near the middle or end of the intake cycle away from overlap.

At top rpms I`ll need all the time available to get enough fuel in there
so the injectors will probably be squirting during the overlap at the
beginning and partially close intake port at the end of the cycle.  To
clarify, I find it easy to mark the beginning of the injection cycle
after the fuel injection ports are uncovered, :) which implies the
intake port is already wide open and exhaust overlap is on the decrease.

Rotor induced compression is not an issue as it begins after the intake
port closes and the fuel injection event has finished.

Remember the apex seal uncovers the fuel injection inlet ports open
almost the same time the inlet port opens fully.

Hope this helps

Doug


Doug I don't mind doing the graph a few times, the adjustment is only a few
minutes.

Just a reminder the compression actually starts just after BDC,  where the
volume of the chamber is at it's maximum, however it's not high enough to be
a problem until after IC.

I can't remember if your direct injecting into the inlet tube or just above
it, directly into the chamber, but that's not a problem either as the
compression is still not high enough to over come the injector pressure.

Can you give me a size and position of your exhaust outlet and I can put
that in the graph in the mean time.
George (down under)