These numbers for the Mazda P-port are bogus.
As Paul has  pointed out, there is an overlap of intake timing between
adjacent rotor faces.

When the apex seal is in the center  of the port, two chambers are open
to the intake. From this  position, after 360 degrees of shaft rotation
the rotor face  which was just beginning intake before the rotation would
still be half open to intake after the rotation. The intake  period
exceeds 360 degrees of eshaft rotation.
Reference these numbers to after TDC and it becomes apparent they  cannot
be true.

The intake opening at 86  BTDC is 274 degrees of e-shaft rotation
After  TDC.
The intake close of 75 ABDC is 255 degrees After  TDC.
This gives us 19 degrees of shaft rotation where neither  is open.
For the exhaust, opening at 73 BBDC is 107 After TDC,  and closing at 65
after TDC - 42 degrees of shaft rotation  when no exhaust occurs.

It appears to me that the interior  circumference of the rotor housing
is about 27 inches; so 360  degrees of shaft rotation is 9 inches. A
two-inch port opening  then requires 80 degrees of shaft rotation to
transit, so the  trailing port opening occurs 80 degrees ahead of the
leading  port closing. The intake period including overlap is about 440
degrees of shaft rotation.
The exhaust port appears to be half  the size of the intake, so 400
degrees of shaft rotation from  opening to closing.

Tell me where I am  wrong.

Victor Roberts

Are you referring to these numbers as being bogus?

Mazda Factory Peripheral Port
IO 86° BTDC
IC 75° ABDC
EO 73° BBDC
EC 65° ATDC

These are typical representations of timing numbers used  in rotaries.
Notice the similarity to numbers for a "J" bridge  port.

Racing Beat "J-Bridge Port"
IO 115° BTDC
IC 72°  ABDC
EO 88° BBDC
EC 57° ATDC

The numbers used are  started at the nearest of four locations.
A TDC or a BDC.  This to keep numbers small and understandable. This is
adequate to lay out  markings to port an exhaust or intake or lay out
your

Pport boring location. And  recover overlap degrees,
All of these numbers can  be resolved while looking at one rotor face.
The two TDCs are minimum  volume right or left side and two BDCs maximum
volume
top (Intake) and bottom (exhaust).

While it seems backwards, the Pport engines are more  tractable than the
bridge ported side port engines. Although both have very  little
torque right
off idle we could drive the Pport to and from the false  grid with no
problem where the "J" bridge ported were towed with a small  tractor.
This to save
the clutch. A Tilton of course.

The Madeville modified factory Pport housings had  enormous rectangular
intake ports and are also quite tractible at low RPM.
_http://alex62.typepad.com/imsablog/2006/02/mazda_rx7_winni.html_
(http://alex62.typepad.com/imsablog/2006/02/mazda_rx7_winni.html)
They ran unmuffled at most locations and even with no back pressure idled
smoothly.

The idea that much if any fuel will be lost to the exhaust system at or
near  cruise RPM is not founded. It is my opinion that when muffled
and at low
RPM  exhaust pollution of the intake charge actually helps smooth out the
idle in the  Pported engine.
Lynn E. Hanover


I understand the BDC and TDC references. I converted them to a common
ATDC in order to make the relationships easier to calculate. Because of
the 3:1 e-shaft to rotor gearing, each face of the rotor requires 360
degrees of e-shaft rotation to pass over any given point on the housing
circumference.

I guess there is a question of what "port open" and "port closed" means.
In my experience with piston engines, "open" means when the valve comes
off the seat, and "closed" means when the valve returns to the seat.
"Overlap" defines the period when neither valve was seated. For 2-stroke
engines, "open" and "closed" refer the transition from closed to
partially open and open to completely closed, respectively.

On a p-port rotary, does "open" refer to  the time the apex seal:
A. enters the port ;
B. clears the port; or
C. some other time?
What event defines "closed"?

For an engine to have a volumetric efficiency of 120%, the intake must
have been charged with pressure greater than 120% of ambient at the time
the intake port closed,  or part of the intake air must bypass the
intake stroke directly into the exhaust. It would appear most likely
that an elevated intake pressure would both charge the intake above
ambient, and force air into the exhaust during overlap, a period when
exhaust back pressure is at it's lowest. Since most of the operation is
at cruise power, it is this condition I am concerned with.

I ask here because I have attempted to research these questions and have
been unable to find the answers.

Victor Roberts

Here are some diagrams that might help.

Paul Lamar

Intake pressure obviously isn't static. The way to achieve 120% VE is by
having the dynamic pressure line up with the RPM of the engine.

The behavior varies with RPM, port timing, runner length and runner diameter
(intake and exhaust).  And with atmospheric pressure.  And exhaust back
pressure.

I agree with Paul that the LeMans engine should basically be copied without
modification.  I doubt anyone will be able to calculate on the back of a
napkin any improvement over the R26B geometry.  Mazda wasn't just lucky with
that engine..

BTW, what's the configuration of the factory Mazda race cars right now?
Star Mazda?  Don't they have some P-Port engines?

Matt-

Star Mazda uses stock side port RX8 engines.


Paul Lamar

The big advantage of the p-port is the air does not turn a 90 degree corner
unlike side ports.

Paul Lamar